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COPYRIGHT DEPOSIT. 













I 













Chicago, Milwaukee & St. Paul Railway 

Company 

TO PUGET SOUND—ELECTRIFIED 


CAR DEPARTMENT 
HAND BOOK 


Containing Procedure, Rules and Information Govern¬ 
ing the Maintenance of Freight and Pas¬ 
senger Train Cars, Locomotive 
Tenders, Pilots and Cabs 



(Superseding all Car Maintenance Regulations Previously Issued) 


MILWAUKEE, 

October 11th, 1922 



Copyright 1922 
C. G. JUNEAU 
C. M. & St. P. Ry 


< 



« 


DEC 2672 

©C1A6!H>269 

*YV**'' 


CONTENTS 


OPERATIONS 


j 


ADMINISTRATION 


SECTION I 


•r> 

rA 






Para. 

1 GENERAL RULES GOVERN¬ 

ING INSPECTION. 

2 SELECTION OF FREIGHT 

CARS. 

(i) General Requirements. 

(ii) Grain Cars. 

(iii) Flour Cars 

(iv) Sugar Cars. 

(v) Merchandise Cars. 

(vi) Automobile. Furniture 
and Carriage Cars. 

(vii) Refrigerator Cars. 

(viii) Hay. Straw, Wooden- 

ware, Concentrate Lime and 
Cement Cars. 

(ix) Coal Cars 

(x) Powder or Explosives 
Cars. 

(xi) Stock Cars. 

(xii) Store Department and 
Company Material Cars. 

(xiii) Rough Freight Cars. 

3 INSPECTION OF FREIGHT 

CARS BEFORE OR AFTER 
BEING PLACED FOR 
LOADING. 

4 INSPECTION OF FREIGHT 

CARS IN TRAINS 

(i) General Procedure. 

(ii) Journals. 

(iii) Draft Gear. 

(iv) Side Bearings. 

(v) Center Plates. 

(vi) Arch Bars and Truck 
Sides. 

(vii) Trucks. 

(viii) Foundation Brake Rig¬ 
ging. 

(ix) Roofs. 

(x) Floors. 

(xi) Doors. 

(xii) Domes of Tank Cars, 
(xiii) Loading Rules. 

(xiv) Line Clearance for 
Loading. 

(xv) Heaters in Refrigerator 
Cars. 

5 MARKING FREIGHT CARS 

BAD ORDER. 

6 MAKING LIGHT REPAIRS 

IN TRAINS AND TRANS 
PORTATION YARDS 

7 INTERCHANGE OF 

FREIGHT CARS. 

(i) General Principles. 

(ii) Defects for which Cars 
to be Refused. 

(iii) Details of Interchange. 

8 SAFETY APPLIANCES. 

(i) General Outline. 

(ii) Purpose. 

(iii) History. 

(iv) Extract of Laws. 

(v) Order of the Interstate 
Commerce Commission. 


INSPECTION 


(vi) Circular of the Master 
Car Builders Association. 

(vii) General Rules for Good 
Practice (Including General 
Interpretations). 

(viii) Safety Appliance Re¬ 
quirements on Freight Cars, 
(ix) Safety Appliance Re. 
quirements on Passenger 
Cars. 

(x) Safety Appliance Re¬ 
quirements on Steam Loco¬ 
motives. 

(xi) Safety Appliance Re¬ 
quirements on Electric Loco¬ 
motives. 

(xii) Safety Appliance Re¬ 
quirements on Electric. Gas- 
Electric, Oil, Steam and Gas¬ 
oline Motor Cars. 

(xiii) Classification of Defects 
to be Reported by Govern¬ 
ment Inspectors. 

9 WHEELS- 

(i) General Information. 

(ii) Class of Wheel to be 
Used. 

(i) General Information. 

(ii) Class of Wheel to be 
Used. 

(iii) Worn Thin and Vertical 
Flanges. 

(iv) Tread Worn Hollow. 

(v) Brake Burnt Wheels. 

(vi) Seams. 

(vii) Cracked, Chipped or 
Broken Flange. 

(viii) Slid Flat wheels. 

(ix) Shelled Out Wheels. 

(x) Broken o r Chipped 
Rims or Tread. 

(xi) Wheels Worn Through 
Chill. 

(xii) Wheel Loose on Axle or 
Out of Gauge. 

(xiii) Burst Wheels. 

(xiv) Thick Flanges. 

(xv) Shoulder Worn. 

(xvi) Cracked Treads, Plates 
or Brackets. 

(xvii) Cracked Hubs on Steel 
Tired Wheels. 

(xviii) Limit of Wear of Steel 
Tired Wheels. 

(xix) Limit of Wear of Rolled 
Steel Wheels. 

(xx) Marking Wheels When 
Removed from Equipment. 

(xxi) Variation in Sizes of 
Steel Wheels Under Passen¬ 
ger Cars. 

(xxii) Guarantee on Cast Iron 
Wheels. 

(xxiii) Turning Down Sharp 
Flange Steel Wheels. 

10 AXLES. 

(i) General Information. 

(ii) Calipering Axles Re¬ 
moved and Applied. 

(iii) Marking Axles when Re¬ 
moved from Equipment. 

(iv) Examination and Care 
of Axles. 


and 


11 BRAKES. 

(i) General Outline 
Purpose of Brakes. 

(ii) Responsibility for Air 
Test and Brake Conditions. 

(iii) Explanation of Terms. 

(iv) Outgoing Inspection of 
Brakes on Freight Cars in 
Trains, when Made by Other 
than Air Brake Men. 

(v) Inspection of Brakes on 
Freight Cars in Trains, when 
Made by Air Brake Men. 

(vi) Inspection and Repair 
by Air Brake Men—of Brake 
on Freight Cars on Repair 
Tracks. 

(vii) Outgoing Inspection of 
Brakes on Passenger Cars in 
Trains, when Made by other 
than Air Brake Men. 

(viii) Inspection, Test, and 
Repair—by Air Brake Men 
of Brakes on Passenger Cars' 
in Coach Yards, Shops or on 
Repair Tracks. 

(ix) Cleaning and Handling 
of Triple Valves. 

(x) General Information. 

12 GENERALPROCEDUREFOR 

INSPECTION AND RUN 
NING REPAIR OF PASS 
ENGER CARS. 

13 INSPECTION AND REPAIR 

OF PASSENGER CARS IN 
YARDS. 

(i) Inspecting. 

(ii) Repairing. 

(iii) Examination before De¬ 
parture. 

14 INSPECTION AND REPAIR 

OF PASSENGER CARS IN 
TRAINS. 

(i) Method and Prepara¬ 
tion. 

(ii) Safety Appliances, 
Wheels, Axles and Brakes. 

(iii) Journals. 

(iv) Draft Gear. 

(v) Side Bearings. 

(vi) Center Plates. 

(vii) Door Lock Devices, 
(viii) Trucks. 

(ix) Foundation Brake Rig¬ 
ging. 

(x) Overloaded Cars. 

(xi) Freight Cars in Passen¬ 
ger Trains. 

(xii) Wooden Cars ahead of 
Steel Equipment. 

(xiii) Electric Sign on Rear of 
Trains. 

(xiv) Delay in Dynamo Bag¬ 
gage Cars going to Coach 
Yards. 

(xv) Electric Lighting o f 
Trains. 

(xvi) Heating of Trains. 

15 INTERCHANGE OF PASSEN¬ 

GER CARS. 


SECTION II 

REPAIRS 


Para. 

1 GENERAL METHOD OF RE 

PAIRING CARS. 

2 FREIGHT CAR REPAIRS 

(SYSTEM). 

(i) Classification of Work. 

(ii) System Box Cars. 

(iii) System Gondolas. 

(iv) System Stock Cars. 

(v) System Refrigerators. 

(vi) System Ore Cars. 

(vii) System Flat Cars. 

(viii) System Cabooses. 

(ix) System Tenders. 

(x) All Classes of System 
Freight Cars. 

3 FREIGHT CAR REPAIRS 

(FOREIGN) 

(i) General Procedure. 

(ii) Sending Cars Home. 

(iii) Work Which Cannot be 
Billed for to be Avoided. 

4 FREIGHT CAR REPAIRS 

(SYSTEM AND FOREIGN) 

(i) General. 

(ii) Transferring Loads. 

(iii) Weighing Cars. 

(iv) Renumbering and Re¬ 
stencilling. 

(v) Hand Brakes. 

(vi) Coupler Heights. 

(vii) Trucksides and Truck 
Frames. 

(viii) Trucks and Brake Rig 
ging. 

(ix) Coupler Defects. 

(x) Coupler Yokes. 

(xi) Coupler Carrier Irons. 

(xii) Keyways in Draft Tim¬ 
bers and Wooden Center Sills. 

(xiii) Testing of Tank Cars 
and Their Safety Valves. 

(xiv) Road Work. 

(xv) Draft Timbers. 

(xvi) Roofs. 

(xvii) Truss Rods. 

(xviii) Air Brakes. 

(xix) Coopering Cars for 
Grain. 

(xx) Painting. 

5 PASSENGER CAR REPAIRS 

(SYSTEM) 

(i) Shopping Schedule. 

(ii) Classification of Work. 

(iii) Details of Passenger Car 
Repairs. 

(iv) Storing of Cars or Car 
Parts. 


SECTION III 


MATERIALS 


Para. 

1 GENERAL REVIEW. 

2 CO-OPERATION WITH 

STORE DEPARTMENT. 

(i) Necessity. 

(ii) Method. 

3 STANDARDIZATION. 

(i) Its Meaning. 

(ii) Articles Standard to Car 
Department. 


6 PREVENTION 
DENTS. 


OF ACCI 


SECTION IV 

STANDARD PRACTICES 


Para. 

1 ADVANTAGES. 

2 FREIGHT CAR STANDARD 

PRACTICES. 

(i) Couplers. 

(ii) Uncoupling Levers. 

(iii) Draft Timbers. 

(iv) Air Brakes. 

(v) Triple Valves on Non- 
Revenue Cars. 

(vi) Handbrakes. 

(vii) Offset Grabs. 

(viii) Door Locks. 

(ix) Steel Spring Planks. 

(x) Wooden Spring Planks. 

(xi) Removal of Barber Roll¬ 
ers. 

(xii) Removal of Side Sheath¬ 
ing. (Schedule 5 Work.) 

(xiii) Roofs. 

(xiv) Letter Boards on Stock 
Cars. 

(xv) Side Door Posts for 
Stock Cars. 

(xvi) Standard Repairs to 
Mather Stock Cars. 

(xvii) Manufacture of Stock 
Car Doors. 

(xviii) Ordering Arch Bars. 

(xix) Ordering Coupler Pock¬ 
ets. 

(xx) Standard Markings for 
Freight Cars. 

(xxi) Painting Freight Cars. 

3 PASSENGER CAR STAND 

ARD PRACTICES. 

(i) Outside Method o f 
Cleaning Passenger Train 
Cars. 

(ii) Inside Method of Clean¬ 
ing of Passenger Train Cars. 

(iii) Handling of Oil Lamps. 

(iv) Watering and Icing 
Passenger Cars. 

(v) Fire Extinguishers. 

(vi) Back-up Air Hose. 

(vii) Couplers. 

(viii) Air Brakes. 

(ix) Standard Markings for 
Passenger Cars. 

(x) Painting of Passenger 
Train Cars. 

4 GENERAL STANDARD 

PRACTICES. 

(i) Preparing and Reclaim¬ 
ing Journal Box Packing. 

(ii) Packing Journal Boxes. 

(iii) Journal Bearings. 

(iv) Applying Brasses. 

(v) Treating Hot Boxes in 
Yards and Depots. 

(vi) Treating Hot Boxes 
Enroute. 

(vii) Stencilling Journal 
Boxes Repacked. 

(viii) Journal Box Lids. 

(ix) Hose Fasteners. 

(x) Mounting Air Hose. 

(xi) Remounting Cast Iron 
and Cast Steel Wheels. 

(xii) Applying Wheels. 


(xiii) Ascertaining Amount of 
Service Metal in Steel Wheels 

(xiv) Machining and Mount¬ 
ing of Wheels and Axles. 

(xv) Brake Hangers. 

(xvi) Removal of Brake Shoes 
(xvii) Emery Brake Cylinder 

Lubricant. 

(xviii) Finger Guides. 

(xix) Couplers. 

(xx) Anti - Creeping Device 
for Maior Couplers. 

(xxi) Marking Miner Friction 
Gears with Date Applied. 

(xxii) Tender Sill Steps. 

(xxiii) Welding. 

(xxiv) Weldingof Lock Blocks, 
(xxv) Reclamation of Ma¬ 
terial. 

(xxvi) Preventing Waste of 
Electricity. 

(xxvii) Economy in the Use of 
Coal. 

(xxviii) Icing of Cars Contain¬ 
ing Meats, Packing House 
Products, Etc. 

(xxix) Shortage of Paint. 

(xxx) Care of Air Hammers, 
(xxxi) Standard Method of 
Piling Brasses. 

(xxxii) Cab Windows. 

(xxxiii) Covering for Locomo¬ 
tive Cabs. 

(xxxiv) Standard Locomotive 
Cab No. 6. 

(xxxv) Standard Markings for 
Tenders. 

(xxvi) Painting of Locomo¬ 
tives, Cabs and Tenders. 


SECTION V 


SECTION VI 


FACILITIES 


TRAIN OPERATIONS 


Para. 

1 GENERAL REVIEW. 

2 UPKEEP. 

3 STANDARD FACILITIES. 

(i) Advantages. 

(ii) Emergency Trucks for 
Passenger Car Repairs. 

(iii) Waste Vats. 

(iv) Test Racks. 

(v) Power Plant Pipe Cov¬ 
ering. 

(vi) Standard Tap Drills. 

(vii) Standard Pipe Taps, 
(viii) Power Presses. 


Para. 

1 CO-OPERATION. 

2 CLASSES OF TRAINS. 

3 TIME FREIGHT RUNS. 

4 WORK TRAINS. 

5 STOCK TRAINS. 

6 LOGGING, LUMBER, ICE 

AND ORE TRAINS. 

7 MEAT, FRUIT, PRODUCE 

AND DAIRY TRAINS. 

8 STEEL TRAINS, SILK RUNS, 

AND TRANS CONTI 
NENTAL TRAINS. 

9 LOCATION OF CARS IN 

TRAINS. 

10 LOAD LIMITS FOR CARS. 

11 MISCELLANEOUS. 

12 OBSERVATION OF CONDI 

TIONS. 


SECTION VII 

WRECKING 


SECTION VIII 


GENERAL INFORMATION 


Para. 

1 GENERAL OUTLINE. 

2 CAUSES OF WRECKS. 

(i) Combinations of Con¬ 
ditions. 

(ii) Wheel Flange and Tread 
Defects, Side Bearings and 
Rigid Trucks. 

(iii) Wrong Loading. 

(iv) Other Causes. 

3 WRECKING CREWS 

(i) Consist. 

(ii) Meals for the Crew. 

4 WRECKING OUTFITS. 

(i) Consist and Location. 

(ii) Method of Upkeep. 

5 CALL TO A WRECK. 

6 ARRIVAL AT WRECK. 

7 PICKING UP WRECK. 

8 CLEARING UP AFTER A 

WRECK. 


Para. 

1 FATIGUE OF METALS. 

2 SHEARING STRENGTH. 

(i) Comparison Between 
Woods and Metals. 

(ii) Shearing Strength of 
Bolts or Rivets. 

3 BREAKING STRAINS. 

(i) Bolts and Rivets. 

(ii) Lumber. 

4 CLASS OF WHEELS TO BE 

PLACED UNDER CARS. 

5 ABBREVIATIONS FOR STA 

TIONS. 

6 WHEEL, AXLE, BRASS AND 

WEDGE NUMBERS. 


SECTION IX 


SECTION X 


IN PECTION REPORTS A. R. A. BILLING 


Para. 

1 975 REPORT 

2 TAGS INDICATING CARS 

ARE BAD ORDER. 

3 REPORTING INFRINGE¬ 

MENT OF RULE 26. 

4 SAFETY APPLIANCE RE 

PORTS. 

5 WHEEL REPORTS. 

(i) Guar an teed Cast 
Wheels. 

(ii) Wheels Scrapped Un¬ 
necessarily. 

6 FORM 661-B—BAD ORDER 

CAR AND INSPECTION 
RECORD. 

7 FORM 619—A. R. A. JOINT 

EVIDENCE CARD. 

8 FORM 630—A. R. A. DEFECT 

CARD. 

9 REPORTS OF CARS HELD 

FOR DISMANTLING. DIS¬ 
MANTLED, OR DES 
TROYED. 

(i) Report of Cars Con¬ 
sidered Fit for Dismantling. 

(ii) Cars Held for Dis¬ 
mantling. 

(iii) Report of Cars Dis¬ 
mantled. 

10 FORM CD-10 — MATERIAL 

REQUESTED FROM CAR 
OWNER. 

11 COMMODITY CARDS FOR 

EMPTY CARS SENT TO 
LINES WEST. 

12 FORM 17-A—CERTIFICATE 

OF TEST. 


Para. 

1 GENERAL OUTLINE OF A. 

R. A. BILLING. 

2 GENERAL PROCEDURE ON 

OUR ROAD. 

(i) Forms to be Used. 

(ii) 661-A—Original Record 
of Repairs. 

(iii) 661-C—Original Record 
of Wheels and Axles Re¬ 
moved and Applied. 

(iv) 617—A. R. A. Billing 
Repair Card. 

(v) 617 Vi —A. R. A. Billing 
Repair Card for Wheels and 
Axles. 

(vi) 619—A. R. A. Joint 
Evidence Card. 

(vii) 620—A. R. A. Defect 
Card. 

(viii) Bills for Repairs to 
Private Owned Cars. 

(ix) Bills for Through Line 
Service. 

(x) System of Filing Vari¬ 
ous Forms. 

(xi) Track List. 

3 ITEMS TO BE BILLED FOR. 

(i) General. 

(ii) Air Hose. 

(iii) Bolts, Nuts and Wash¬ 
ers. 

(iv) Brakes. 

(v) Brasses. 

(vi) Couplers and Parts. 

(vii) Metal Parts Repaired, 
(viii) Packing Leathers. 

(ix) Pipe Work and Con¬ 
nections. 

(x) Renailing Roofing and 
Siding. 

(xi) Reweighing and Re¬ 
marking Cars. 

(xii) Rods. 

(xiii) Roofing. 

(xiv) Running Boards. 

(xv) Spring Cotters or Split 

Keys. . 

(xvi) SubstitutionofMaterial, 
(xvii) Truck Springs. 

(xviii) Welding. 

(xix) Wheels and Axles. 

4 ITEMS NOT TO BE BILLED 

FOR. 

(i) Journal Boxes Re¬ 
packed. 

(ii) Material Not to be Ap¬ 
plied to Cars. 

(iii) Temporary Repairs. 

(iv) Wrong Repairs. 

(v) Marking Card for Re¬ 
pairs not Billable. 


SECTION XI 

SECTION XII 

REQUISITIONS 

Standard Practices Records 

Para. 

1 GENERAL PURPOSE. 

2 REQUISITIONS FOR ORDI 

NARY MATERIAL. 

Para. 

1 RECORD OF CARS 
WEIGHED. 

(i) Freight Train Cars. 

(ii) Passenger Train Cars. 

3 REQUISITIONS FOR A. F. E. 

MATERIAL. 

4 REQUISITIONS FOR STA 

TIONERY. 

2 REPORT OF LOADS TRANS 
FERRED 

SAVINGS REPORT. 

5 CREDITS FOR MATERIAL 
RETURNED TO STORE 
DEPARTMENT. 


6 MATERIAL SHORTAGE RE¬ 
PORTS (FROM 675). 



SECTION XIII Train Operation Reports SECTIO N XV 


ON FACILITIES 


Para. 

1 PERFORMANCES OF MA¬ 

CHINES. 

2 ADDITIONAL TOOLS AND 

EQUIPMENT REQUIRED. 

3 CHANGES AND ALTERA 

TIONS OF FACILITIES. 


SECTION XIV 

Para. 

1 NOTATION OF OVERLOAD¬ 

ING AND WRONG LOAD¬ 
ING. 

2 RECORD OF CARS USED 

FOR INFERIOR LOAD¬ 
ING. 

3 W E A K EQUIPMENT I N 

HEAD-END SERVICE. 

4 ROUGH HANDLING OF 

CARS. 

5 TOOLS MISSING FROM CA¬ 

BOOSES, COMBINATION 
CARS, ETC. 


WRECKING REPORTS 


Para. 

1 CD 26 REPORT. 

2 SPECIAL REPORTS. 


SECTION XVI 


ADMINISTRATION AND 
OTHER REPORTS 


Para. 

1 MAN HOURS WORKED, 

COST, AND DISTRIBU¬ 
TION OF COST. 

(i) Checking Time Worked. 

(ii) Labor Cost. 

(iii) Distribution of Labor. 

2 CHECK OF PAYROLL EX- 

PENDITURE. 

(i) Allottment of Money. 

(ii) Payroll Statement. 

3 676 REPORT. 

4 NO. 55 REPORT. 

5 REPORTS O F COMPANY 

PROPERTY DESTROYED. 

6 ACCOUNTING FOR SAL¬ 

VAGE RECOVERED FROM 
CARS DISMANTLED. 

7 CARS RECEIVED ON RE¬ 

PAIR TRACKS, RE¬ 
TURNED TO SERVICE 
O R REMAINING O N 
HAND. 

8 CHANGES OF EQUIPMENT 

REPORT. 

9 PRESERVATION OF REC¬ 

ORDS. 
































































































































































4a 











* 




















CAR DEPARTMENT 


GENERAL ORGANIZATION 

The Car Department exists for the purpose of constructing, repairing, and 
maintaining freight and passenger car equipment, locomotive tenders, pilots 
and cabs. 

The To enable it to fulfill that purpose facilities are pro- 

Organization vided, distributed over the railroad at points considered 

most advantageous as the result of study and experience. 
These repair points are organized into Districts, in charge of District Gen¬ 
eral Car Foremen, with the exception of the district West of Mobridge, 
known as Lines West, which is under the Assistant Master Car Builder. 
Districts are further split into areas under the control of General Car 
Foremen, according to the needs peculiar to each district. General Car 
Foremen are responsible to their District General Car Foreman, who in 
turn is responsible to the Master Car Builder, whose department is under 
the control of the General Superintendent of Motive Power. 

Routine for ' All correspondence and instructions and orders will 

correspondence pass through the channels thus created, with the excep- 

and instructions tion of those pertaining to routine matters or certain 

specially designated matters to be handled direct between 
individual points and the Master Car Builder’s Office, or from individuals 
direct to persons authorized by the Master Car Builder to deal with them. 

Necessity for The functions of the Car Department cover such a 

complying with large field, and are given effect to over such an extensive 

rules. area, that it becomes necessary in order to keep control 

and maintain satisfactory service, to follow certain fixed 
rules, which are very clearly set out herein. These rules are laid down with 
the object of obtaining uniformity of procedure, resulting in co-ordinated 
effort, and are not meant to and do not deprive either separate points or 
individuals of initiative, which must be displayed at all times if success 
is to be obtained. At the same time, it is of paramount importance that the 
principles underlying these rules be adhered to. To carry out an under¬ 
taking in a different manner may appear just as satisfactory to the indi¬ 
vidual, but defeat a greater purpose not apparent locally. Employes in all 
capacities must therefore be impressed with the necessity for working ac¬ 
cording to practices herein defined, and those departing from them will be 
held responsible by the Master Car Builder for any failure obtaining as a 
result of non-adherence to the principles which have been evolved by exper¬ 
ience as being generally applicable to the maintenance of equipment. 

Clearness of The preservation of an orderly and efficient depart- 

meaning re- ment can only be maintained by those having to carry 

quired. out a planned operation obtaining a clear grasp of what 

is required. It is therefore necessary in receiving and 
passing along instructions that definiteness and clearness be preserved, and 


that requirements of other departments be received through the Master Car 
Builder's office only. 

To make clear what is required, these rules have been 
divided into two groups—those pertaining to actual 
operations, and those governing the rendition of reports 
and keeping of records. 

No alteration or addition to these rules will be made 
excepting by circular letters headed “Organization,” and 
marked “Operations” or “Administration ” as the case 
may be, which will first quote the section and rule to be 
changed. Extracts from these circulars will be printed 
periodically so they can be readily embodied in this book. 

Relation of (Other circulars issued will not be so headed. They 

other Circulars will give instructions covering any work to be done, 

convey information, invite attention to any situation 
such as non-compliance with the Buies contained in this book, or make any 
necessary explanation. 

M. E. Circulars will enlarge upon and explain technical requirements 
in connection with the construction of and repairs to equipment; Safety 
Appliance Bulletins will make clear detailed requirements; M. C. B. Bulle¬ 
tins will explain M. C. B. rules.) 


Separation 
hetiveen rules 
governing Oper¬ 
ations and 
A dministration. 

No alteration 
other than by 
specific cir¬ 
cular. 


5 


Section 1—INSPECTION. 

Para. 1. GENERAL RULES GOVERNING INSPECTION 

The railroad is largely dependent upon*its inspectors for the successful 
handling of its trains. They must be fully acquainted with what is re¬ 
quired in connection with equipment, and be prepared at all times to take 
steps to see these requirements are complied with. 

It is of the greatest importance that inspectors adhere to the regulations 
laid down for their guidance, and not allow themselves to be over-ruled by 
trainmen or others against their own good judgment. The safety of pas¬ 
sengers and crew, as well as of equipment, demands the protection of their 
inspection, and this must not be set aside. Occasions will arise, however, 
when a superintendent or other officer of the operating department will find 
it necessary to over-rule the judgment of an inspector, in which case the 
latter must protect himself by asking for instructions in writing. 

This does not mean that inspectors working in transportation yards or 
depots are to refuse any legitimate request emanating from the operating 
department, with which the very closest co-operation must be maintained at 
all times, but it does mean that inspectors must not allow either individuals 
or circumstances to defeat the very purpose they are there for. 

4 

Inspectors must be fully cognizant of safety appliances, wheel and axle 
requirements, and must be able to pass the regular monthly examinations 
instituted as part of the policy of this Company in the education of em¬ 
ployes in their duties. 

The following kinks for inspectors are published for information:— 

Nuts missing from column bolts and journal box bolts indicates there is a 
fiat wheel on the truck. A car which leans badly also denotes that something 
is wrong with the truck, such as a missing side bearing, broken truck frame or 
broken truck springs. If these are in good condition, the leaning of the car may be 
the result of too much load on one side. 

If the end of a journal is dry in the center, it is a sure sign the journal is 
getting insufficient lubrication, and will probably be found cut on this account, 
although the journal may be only slightly heated. If a car is found riding hard 
on the side bearings, the inspector is induced to look for a broken bolster or 
broken center plates. When the head of a coupler is down the inspector examines 
the center sills at the bolster and the yoke or yoke rivets. When the coupler 
head sticks up and is out of the straight line of draft, the draft sills may be 
broken and have come down at the bolster, or the draft gear may be down and 
throwing the coupler out of level; when the coupler is too low the inspector looks 
to see if the car is off at the center before measuring the height of the coupler 
above the rails. If the floor is humped up over the center pin he knows the cen¬ 
ter sills or body bolster are broken or bent. 

Broken bolts can often be located by picking off the top piece with the fingers 
when the bolt shows no signs of being broken, except slight signs of the top 
having moved. Hot wheels cause the car inspector to test out the air brakes 
and look for a short piston travel or a sticky triple, and to see if the hand brake 
is set. He also examines the plates and brackets to see if any are cracked. A 


6 


blue color tread indicates that wheel has been overheated, even though it is 
cool when he finds it. 

Grain laying around oh top of the body bolster or spring plank indicates that 
the car is leaking. The pounding of the siding along the side and end sills, or 
pounding on the bottom of the decking will start the grain leaking. 

A wheel which does not line up on the rail the same as the other wheels 
causes the inspector to look for a 'loose wheel or a bent axle. A bent axle can 
sometimes be discovered by the uneven rail mark on the tread of the wheel which 
will not run true to the fiange, but will be nearer on one-half of the wheel than 
on the other half. A wheel squeaking every time it makes a revolution, indicates 
a bent axle. The journal box will move up and down, and the wheel will wabble 
if the axle is bent or the wheel is bored out of true. When the outside edge of 
the rim of a wheel is scraped it denotes a loose wheel or one that has been run¬ 
ning along inside of (the rail. A continued squeal on a car is the result of a 
rough journal. A grinding screeching noise is caused by a car riding hard on the 
side bearings, which prevents the truck from lining up with the track. A sharp 
snapping noise like an electric spark, indicates that a wheel is sliding on the rail. 

A sound of a brake beam being shaken violently is evidence of the car brake 
sticking or the hand brake being set when the car is in a train pulling out of 
the yard. A cloud of dust under a moving car is usually found to be caused by 
a brake beam coming down. A car badly sagged in the center is the result of 
truss rods being out of place, broken or loose, and that the load has shifted to 
the center of car. A center pin resting on the spring plank indicates the pin is 
broken. A broken knuckle pin can be detected by feeling the bottom of pin, or 
where the pin is supposed to be, if not broken. 

When inspecting a train it is a good plan to lift up all knuckle locks slightly 
with the uncoupling lever, to ascertain if the chain or lock is broken. All sus¬ 
picious looking grab irons and ladder irons, should be given a pull to ascertain 
if they are loose enough to be dangerous. 

A car roof that gives under a person walking over it is apt to have broken 
car lines, or car lines out of place. Flour, or cement sticking to the side of a 
car indicates that sacks inside of car are torn. 

If sharp curve of lock shift on Sharon coupler is towards car, it is a defect. 
This lock shift is designed to prevent draw-bar coming down on rail, but its 
purpose is defeated if wrongly applied as described. 

In examining air hose in transportation yards, or other places where air 
pressure is not available, many defective hose can be found by inspectors grasp¬ 
ing hose close to nipple, twisting slightly, and noticing whether loose on the nip¬ 
ple. 

Operating Rule 20 is quoted for information, and must be strictly adhered 
to. Any infringement by a Car Department employee will result in dismissal. 
Infringements by employes of other departments must be reported through the 
proper channels to the Master Car Builder. 

Rule 26 “A blue signal, displayed at one end or both ends of an engine, car or 
train, indicates that workmen are under or about it: ivlien thus protected is must 
not be coupled to or moved. Workmen will display the blue signals and the same 
workmen are alone authorized to remove them. Other cars must not be placed 
on the same track so as to intercept the view of the blue signals, without first 
notifying the workmen .” 


7 


Para. 2. SELECTION OF FREIGHT CARS 

Sub-Para. (I) GENERAL REQUIREMENTS 

In any successful movement of traffic, it is of prime necessity to first see 
that cars going to industries, loading stations or loading territories beyond 
the reach of local car repair points, are gone over and put in suitable condi¬ 
tion to run to whatever destination they may be scheduled to reach ; also that 
they are in fit shape to carry the lading which they are intended to carry, 
so as to avoid delay in movement, damage claims, or the necessity of trans¬ 
ferring the load en route. In this sense, large terminal loading tracks 
should be piped with air and have suitable repair materials and facilities 
conveniently placed. In the past entirely too little attention has been given 
equipment at loading platforms at large industries when it has been ‘a 
matter of daily experience to have cars brought right over at the close of the 
day and placed in our most important time freight trains, without enough 
time being allowed to do the necessary work on the equipment; the latter 
being true since no effort had been made to put the cars in shape while they 
stood idle during the day. The result is obvious, and with the matter 
brought out so clearly and being one of daily observation, we must make the 
necessary effort locally at every station on the system and correct this. 

A box car to handle grain, flour, sugar, or groceries, should be in the 
best condition possible. The siding must be tight, the roof non-leaking, 
and the floor and lining level and smooth, so as not to chafe or injure the 
contents. Wool, raw cotton, hay, brick, etc., may be handled in a car in 
fair condition without damage. A leaky roof or open siding will not injure 
these articles, and they cannot fall through cracks in the floor as would 
bulk grain. The only essential for cars handling the last mentioned articles 
is that the frame work of the car be strong enough to hold the load and that 
the trucks and draft gear be in good condition. 

A refrigerator car must always be in good condition in order to protect 
its lading, due to the fact that the requirements of this service are very 
rigid. A stock car should be in good condition in order to handle live stock 
without damage, but the same car in fair condition will haul barrel goods, 
rough lumber, ties, lump coal, and many other articles, very satisfactorily. 
A gondola must be in very good condition to hold slack coal without loss, 
but will hold lump coal, coke, scrap iron, etc., if in only fair condition. 
Trouble is experienced when we get out into the western coal district. If 
any old car is used for this coal lading, the car and contents are both liable 
to be burned up. A fairly good car must be used on account of the fire risk. 

There are a good many commodities that should never be loaded in a 
first class car, and this is one of the worst abuses we have to guard against— 
the use of good cars for loading such commodities in them as hides, fertiliz¬ 
ers, immigrant outfits, scrap iron, coal, pitch, oil, refuse from sugar fac¬ 
tories, tar and things of that kind. This matter must receive close atten¬ 
tion. If we have around 75 per cent, or about three quarters of the box 
cars in first class condition, we ought to be able to take care of our business 


8 


in good shape. By “First Class” condition is meant a car that is good 
enough to handle grain or similar products, but these cars must be properly 
distributed. 

In using commodity cards or boards to designate what loading a car is 
suited for, close supervision is necessary. After a car has been unloaded these 
cards or boards must be removed, otherwise numerous claims will result 
account of cars being used again without further inspection.—All inspectors 
should have this point clearly explained to them.—Similarly, explosives 
signs should be removed as soon as cars are emptied. 

In order to define the requirement of cars for various commodity loading, 
the following will govern.— 

Sub-Para. (II) GRAIN CARS 

A suitable car for bulk grain loading is one that has the decking, lining, 
sheathing, posts and grain strips and roof in a good tight condition, or in 
other words, will not leak grain , or a car which can be made fit by the shipper 
at the time and place of loading by ordinary and proper care in use of 
coopering material and by a reasonable amount of cleaning. A car with 
door posts shattered or broken or loose from the framing, or with other 
defects of such character as to render the car obviously unfit, or with the 
inside showing the presence of oil, creosote, fertilizer, manure, or other 
damaging substance of like or kindred character, should not be used for 
grain. Where a shortage of suitable cars obtains, it is often desirable and 
necessary to fit cars up specially and under these circumstances, where the 
body of the equipment can be made fit and suitable in twenty car men 
hours or less, it should be done. This work is usually carried out under 
extreme pressure and may consist of employing anchor bolts to secure down 
posts, slabbing the sheathing at both the end and sides to sills, reinforcing 
broken posts with old iron, such as levers, threshold plates, iron straps and 
applying a supplementary end lining over the old or defective structure, in¬ 
cluding false bulkheads in body of cars, jacking bulged out ends in place, 
and applying straps, anchor rods or bars, slabbing side or end plates, slab¬ 
bing belt rails, patching sheathing, roofing and floors with old metal roofing. 
Under all circumstances, the running gear, brakes, wheels, lubrication and 
safety appliances must be in as nearly 100 per cent condition as possible. 
All of the above is exclusive of applying grain doors as these are installed 
by the shipper. In delivering empty cars suitable for grain loading to our 
connections, it shall be the understanding that the cars which cannot be 
made fit with an expenditure of ten (10) car man hours shall be returned, 
the same to be true as a basis of acceptance between connecting lines giving 
us cars for such loading, and ourselves. In further explanation, box cars 
which are fit, or such as have light running defects, will be accepted or 
offered on an equal basis. In order that there may be a universal under¬ 
standing as to what is meant by the term “Light Running Repairs” it will 
be understood that same covers cars having such defects as missing plain 
wooden side doors (this not to include “Wagner” or other special all metal 
or steel bound side doors), broken draft timber or strap bolts, slight defects 


9 


to wooden or metal roofs, to side or end sheathing and lining or other light 
running repairs, such as can be made by the receiving line or yard repair 
tracks within the time allowance prescribed, or such as can be coopered by 
the loader to make the body fit for the lading intended. 

While grain cars should at all times be in first class shape, during periods 
of stress cars will be coopered and loaded that would not, normally, be used 
for loading grain at all. During such times it must be remembered that 
on Lines West only first class cars can be used, on account of the long hauls 
and operating conditions. Nothing but long draft arm cars are to be sent 
west for this loading, and then at least 80%—if possible 100% must be 
steel underframe cars. 60 M cars will only be sent under exceptional cir¬ 
cumstances. In operating trains in certain territory the first 15 or 20 cars 
behind engine must have metal roofs, on account of the risk of fire, and in 
selecting cars for grain loading on Lines West this must be taken into 
consideration also. 

Sub-Para. (Ill) FLOUR CARS 

In going over cars for flour loading, the main points to be considered are 
a good tight roof and sides, good close fitting doors, a good clean floor and 
freedom from the presence of oil, creosote, fertilizers, manure or acid spots 
which are liable to contaminate the lading. Eoofs to be given water test 
where possible. A car that has been loaded with hides should not be used 
for flour, or any other car that has been loaded with commodities which 
has left a bad odor. During the winter months, cars equipped with all 
metal roofs or ends, uninsulated, should not be selected for flour loading 
unless it is distinctly understood that the doors will be left open at least 
four hours after being loaded, as when hot flour is put into a cold car that 
has an all metal roof or end exposed in the interior, it causes the metal to 
sweat and moisture dropping down on the sacks injures the flour, and the 
millers object to loading these cars on that account, however, if the doors 
remain open for a short period it tends to equalize the temperature. It has 
developed that where flour is loaded in a warm condition in any kind of 
ear, whether all steel or all wood, if the temperature of the weather is very 
low, there will be condensation of moisture due to the fact that there is no 
ventilation in the car, and consequently, it will cause sweating. In the 
interest of claim prevention, we should endeavor to prevail upon the flour 
mill people not to load their flour into cars during extremely cold weather, 
but if they do so load it, then the flour should be covered with paper in 
order to protect same against the drippings from the sides, ends or roofs of 
the cars. Moisture on the floor or any part of the interior of car must be 
avoided. Cars to be used for flour loading should also have all nails or 
protrudances either removed or drawn in and anything that is liable to injure 
sacks in transit either removed or covered over by the parties making the 
shipment before it is loaded. It is often difficult to obtain a sufficient 
number of cars, in which case cars are sent from one territory to another 
on the system, or perhaps it is arranged to obtain relief from connecting 
lines, and at other times we have to give assistance to our neighbor roads. 
In order to avoid any dispute either from the standpoint of offering cars 


10 


to connections or accepting them, it shall be understood that the equipment 
will meet the above requirements and under no circumstances must we offer 
or accept cars where it is necessary to spend more than five (5) car man 
hours to make the body fit, and regardless of this, cars are at all times to be 
in proper shape, so far as concerns the trucks, draft gear, journal boxes, and 
the contained parts, brake equipment and foundation gear and safety 
appliances. 

The following rules for inspection of flour cars, arrived at after a con¬ 
ference with shippers, are laid down for guidance. 

Rule 1. (a) The first duty of the inspector is to enter the car at all times, 
close the doors, both sides and ends, remain in the car sufficient length of time 
to be fully convinced that no openings may be seen through roofs, sides or ends, 
and then open the doors and observe closely if there are any stains of previous 
loading, with such as oil, creosotes, fertilizer, manure, and spots, hides, bones or 
numerous other contaminating commodities that would .prohibit the loading of 
car with flour. If any such indications are present and they cannot be entirely 
eliminated, a question of doubt must be given to the flour loading, and car con¬ 
demned as unfit for such commodity. 

(b) The same inspection of the interior of the car as mentioned in paragraph 

(a) must be closely observed on the floor, sides and ends, for protruding nails, 
bolts, or other projections that would in any manner damage the bags or sacks 
being placed in the cars. This also to include proper lining which should be 
sufficient to protect the lading. 

(c) The general condition of the floor need not necessarily be tight, but it 
should be fully understood that any boards nailed over the floor or floor boards 
must be such as not to have sharp corners or edges which will damage the 
flour bags: bearing in mind also that no pieces of tin should be applied to floor¬ 
ing or lining, as daro/iV'? the lading will surely follow. 

Rule 2. (a) An exterior inspection of the roof must be made to show that it is 
water tight. Special attention should be given to all types of outside metal roofs 
for cracks, nail holes, corrosions and shifting tins. 

(b) While the foregoing has practically covered the entire superstructure 
of the car, great care must be exercised to see that the posts and braces and 
sheathing are tight and in place. 

(c) The running gear and draft gear to be in serviceable condition. 

(d) All inspection of equipment for flour loading must positively be made in 
daylight only. 

Sub-Para. (IV) SUGAR CARS 

Equipment intended for sugar loading must have first, class roofs (same 
to be subjected to water test if possible). Siding must be weather proof and 
doors close fitting. Interior of cars, especially the doors, should be clean 
and dry, also free from all substances which might soil the sack. Bolts, 
nails and other items which are liable to tear the sacks should be removed 
or flattened down. Side door protection must be provided by shipper to 
avoid sacks being out from the outside through bottom doorway opening. 

Sub-Para. (V) MERCHANDISE CARS 

Equipment for merchandise should have the body in fair condition. Cars 
of light superstructure should be selected in preference, especially ventilated 


11 


box cars of southern ownership and when refrigerator or produce cars are 
not in extreme demand, they can also be placed in this service. Particular 
attention should be given to the condition of the side doors so as to insure 
the lading against the elements and especially to avoid sparks setting fire 
to the contents of the car. All brackets, hangers, fastenings and other 
fixtures should be in good working order to avoid the possibility of side 
doors swinging out or be forced away from the side of the car without 
breaking the seal. Roofs to be given water test where possible. A knowl¬ 
edge should be had in regard to the territory where cars are to pass, so as to 
make certain of their going to destination successfully, besides having a 
reasonable certainty of their being able to carry a revenue load back from 
the territory into which they are going. In explaining this it is well to 
state that cars for movement west of Mobridge, or east of Seattle, must be 
equipped with wooden or metal draft arms, extending at least thirty (30) 
inches behind the center of the body bolster, having through steel center 
sills, or metal underframes, as we cannot successfully operate equipment 
of less strength in our large tonnage trains passing over the five ranges of 
mountains which must be traversed in a system movement between Harlow- 
ton and Seattle. Furthermore, our chief loadings at intermediate points 
between the Twin Cities, LaCrosse, Milwaukee, Savanna and Council Bluffs, 
Sioux City, Mitchell and Cle Ellum are grain products, and finished 
lumber between Deer Lodge and the Coast. It is, therefore, evident 
that such equipment as is employed in the ventilated fruit and vegetable 
service of roads like the Seaboard Air Line, Southern, Florida East 
Coast, Atlantic Coast Line, Southern, Louisville & Nashville, Illinois 
Central, Central of Georgia, etc., is not designed for carrying grain 
products or shifting loads of lumber, and is consequently an embarrassment 
to our service when loaded out into the territory mentioned. The large type 
of so-called “Furniture, Carriage and Machinery Cars/’ usually of extreme 
length and height, when of wooden underframe construction should never be 
allowed to pass excepting between our large cities, and only those cars of this 
type which have steel underframes should be employed for movement west 
of Aberdeen. Long cars of this type are weak in the center and where a 
pusher or helper engine is used it causes them to sag in the center, allowing 
the couplers to raise at the ends with resultant break in twos; besides, when 
loaded to the roof with lumber, they are top heavy and subject to derailment 
on curved track or mountain grades. In order that this matter may be 
controlled, such cars arriving at Mobridge in violation to the above will be 
marked out and transferred, such expense being charged to Transportation 
Account (373). Further, it is well to bear in mind the homeward move¬ 
ment of refrigerator cars, and avoid as much as possible dead haulage. 
Any commodity of a clean nature or such as will not leave an odor,, can be 
loaded in refrigerator cars. For instance, sugar, coffee, boxes, cans, glass¬ 
ware, kitchenware, merchandise in boxes and barrels. It should be ob¬ 
served whether refrigerator cars have collapsible bulkheads, and in case 
they do, these ought to be raised when loading merchandise, in order to 
utilize all available space for revenue purposes. Ice hatches should be 
carefully sealed and ice plugs put in place. 


12 


Sub-Para. (VI) AUTOMOBILE, FURNITURE & 

CARRIAGE CARS 

Cars for automobile, furniture, carriage, curio, can, crockery, tire and 
rubber goods loading falls under the same requirements as merchandise and 
manufactured goods. However, all selection is made for equipment of large 
cubical capacity and wide side and end door openings. 

All concerned should bear in mind the necessity of loading only steel 
underfraine, steel framed or all metal cars to points west of Aberdeen, or 
east of Seattle. End doors should be fitted with safety chains to keep doors 
from swinging out and fouling passing trains. Some of the so-called auto¬ 
mobile cars with wide door openings have a portable door post fitting at 
center of opening of doorway, others are fastened to the door and some are 
not. Care should be exercised to see that these posts are properly in place 
on cars, provided they are in any way visible when doors are closed, under 
which circumstances they are cardable in interchange if missing; if they 
are not visible and there is no way of ascertaining their presence when doors 
are closed they are not cardable. 

Sub-Para. (VII) REFRIGERATOR CARS 

Very heavy losses may result to the Railroad if refrigerator cars are not 
in proper condition when loading. A considerable number of these cars 
have to be utilized from time to time for grain loading, for which purpose 
bulkheads are provided by boarding up the space at the bottom of the ice 
box bulkhead, and in some cases the upper ventilating space is also boarded 
up. Close attention is therefore necessary to see the temporary bulkheads 
are removed, and the refrigerating and ventilating features of the car are 
in good shape, before the car is loaded with perishable freight. When ice 
is to be used in a refrigerator car that has been used temporarily for grain 
loading, the car must first be opened up and properly aired, in order to 
protect its perishable load against contamination. 

Some of our heaviest losses can be traced directly to carelessness in 
inspecting refrigerator cars and not seeing that they are thoroughly cleaned. 
The following is therefore laid down for strict observance:— 

The only way to properly clean the drain pipes and drip pans is for a 
man to get inside the ice bunker, take up the ice gates, remove all accumu¬ 
lations of shavings, saw-dust and cinders, see that the drain well caps are 
in place, and that the drain pipes are open. Many of the refrigerator cars 
which have been in winter service have the ends covered with paper in order 
to avoid heating up that portion of the space in car occupied by the ice 
bunkers. This paper or other covering should be entirely removed at the 
time that the drip pans and drain pipes are freed from refuse material. 

Sub-Para. (VIII) HAY, STRAW, WOODENWARE, 

CONCENTRATE LIME AND CEMENT CARS 

Cars intended for hay, straw, woodenware, concentrate, lime and cement 
loading should have roofs in first class condition (same to be subject to water 


13 


test if passible), siding should also be weather-proof to avoid moisture (rain 
or snow) entering car. Side doors should so fit as to exclude the elements. 
Side door protection to be provided by the shipper. Nails and bolts which 
are liable to cut the sacks should be removed or flattened down. 


Sub-Para. (LY) COAL CARS 

Cars for coal loading need trucks, wheels, hand brakes and air brakes 
in good condition, and to be free from safety appliance defects. Side stakes 
must be in good condition to prevent sides bulging. Before going to mines 
it must be seen that cars are thoroughly cleaned out, and that dump doors 
are properly'locked and safe to carry load to destination. 

In selecting a car to replace loaded car—that is, to have a load of com¬ 
mercial coal transferred to it—the same class of equipment must be selected. 
If load is contained in a flat bottom car, it should be transferred to a flat 
bottom, and if from a hopper, to a hopper, etc. Many claims have resulted 
from failure to observe this rule, and much loss has been occasioned at times 
on account of allowing cars not in proper shape to be loaded, resulting in 
repairs having to be made under load, or load transferred. Often coal is 
ordered of a certain size, and in the process of transferring is broken down 
with the result that it is refused at destination. Losses also result from 
handbrakes not being in perfect condition.—Cars are generally operated 
down inclines at mines, and anv failure of the brake is liable to cause 
damage to the car. These points should be carefully watched by inspectors 
handling coal equipment. 

A certain number of coal cars are used for the shipment of screenings. 
Such cars must have tight floors, sides and dump doors, and be free from 
cracks and small holes that would have no bearing on the use of the same 
cars for carrying ordinary lump coal. 

Sub-Para. (X) POWDER OR EXPLOSIVES, CARS 

Cars required for the conveyance of powder or explosives must be most 
carefully selected. Box cars are required of not less than 60 M capacity, 
steel underframe with friction draft gear. Air brakes and hand brakes 
must be in good condition. 

The body of the car must have no loose boards or cracks in the roof, 
sides or ends through which sparks may enter. The doors must shut so 
closely that no sparks can get in at the joints, and when necessary, they 
must* be stripped. The stripping for doors must be on the inside and be 
fastened to the door frame where it will form a shoulder against which the 
closed door is pressed by means of wedges or cleats in door shoes or keepers. 
The openings under the doors should be similarly closed and hasp fastenings 
must be examined with doors closed and fastened, and the doors must be 
cleated when necessary to prevent door shifting. If the door is opened for 
any cause during transit, wedges or cleats must be replaced before car con¬ 
taining explosives is permitted to proceed. 


14 


The journal boxes and trucks must be carefully examined and put in 
such condition as to reduce to a minimum the danger of hot boxes or other 
failure necessitating the setting out of the car before reaching destination. 
The lids or cover of journal boxes must be in place. 

Holes in the floors or lining must be repaired and special care taken to 
have no projecting nails or bolts or exposed pieces of metal which may work 
loose or produce holes in packages of explosives during transit. 

When packages of explosives are to be loaded over exposed draft bolts 
or kingbolts, these bolts must have short pieces of solid, sound wood with 
beveled ends (2-inch plank) spiked to the floor over them (or. empty pack¬ 
ages of the same character may be used for this purpose) to prevent possi¬ 
bility of their wearing into the packages of explosives. 

The roof of the car must be carefully inspected from the outside for 
decayed spots or broken boards, especially under or near the running boards, 
and such spots must be covered or repaired to prevent their holding fire 
from sparks. A car with a roof generally decayed, even if tight, must not 
be used. 

Before a car of this class is permitted to be loaded, a “Car certificate” 
signed in triplicate must be made out either by the car inspector or agent, 
and a copy attached to the outside of each car door, the lower edge of the 
certificate not less than 4-1/2 feet above the floor level. The original copy 
must be filed in the office of the agent or superintendent. (See Para. 1665 
of ICC Regulations for the Transportation of Explosives.) 


Sub-Para. (XI) STOCK CARS 

Stock cars need to be in condition that will guard against any possibili¬ 
ty of delay or derailment, as heavy losses result from these causes. In ship¬ 
ping hogs proper regard for showering must be given when selecting car. 
If horses or cattle are to be shipped the car must be examined for protrud¬ 
ing nails, screws or bolts likely to cause injury. A car is often used by a 
number of shippers, temporary partitions being put in to separate the 
stock. When these partitions are removed protruding nails remain, and 
these must be removed before car is again loaded.—Inspectors at loading 
points must actually get into the car to make the necessary inspection, 
otherwise claims will continue. 

Some stock cars are in service which were formerly equipped with water 
troughs, but the troughs have since been removed. These cars should be 
carefully inspected to see that none of the piping remains, or any of the 
fastenings which hold or held the piping are left, as they will almost certain¬ 
ly cause injury to horses if shipped while cars are in this condition. 

Double-deck stock cars must have the upper decks properly supported, 
either by temporary or permanent supports. 


15 


Sub-Para. (XII) STORE DEPARTMENT & COMPANY 

MATERIAL CARS 

It is very important that cars loaded from principal store houses on the* 
system to. supply various stations, should be in perfect condition, so as to 
get materials to destination without delay. Also that when cars are empty, 
they will be fit to carry a load of grain or lumber in the opposite direction. 
In like manner, scrap materials sent in to main terminals or principal sta¬ 
tions should be loaded in defective equipment which cannot carry a revenue 
load through the territory to be traversed. For instance, it is intended that 
the Milwaukee storehouse will forward materials destined for Aberdeen or 
Miles City in a grain car, so that this car can be put into service and return 
with a revenue load eastbound. In selecting a car for the shipment of scrap 
from Aberdeen or Miles City to Milwaukee there are always plenty of unfit 
foreign cars which we are anxious to get rid of to owners at gateway points, 
and these should be used in such instances. A very great saving can be 
made in this way and avoidance of backhauling empty defective cars. 
Worn out Rock Island, Burlington, or Pennsylvania cars at Miles City can 
be loaded to Milwaukee with scrap and it is not difficult for us to get rid of 
them at Chicago. The same is true of Soo Line cars at the Twin Cities, or 
Northern Pacific and Great Northern cars at Tacoma or Spokane. (Short 
draft timber cars are not to be loaded west of Aberdeen, otherwise shipment 
will be transferred.) 

Sub-Para. (XHI) ROUGH FREIGHT CARS 

Cars which are in more or less poor condition, so far as the superstruc¬ 
ture is concerned, may be used for rough freight such as coal, brick, hides, 
oil in barrels, castings, wheels, steel forgings, etc. Care must be taken to 
see that wheels, draft gear, safety appliances and other parts necessary to 
safe running of car are put in good shape. 

Para. 3. INSPECTION OF FREIGHT CARS BEFORE OR AFTER 

BEING PLACED FOR LOADING 

We have many points on the system, especially at large terminals, such 
as the Leering Plant of the International Harvester Co. at Chicago, Mont¬ 
gomery, Ward & Co., Chicago; Solvay Coke Plant at Milwaukee; the Wash¬ 
burn Crosby Co. at Minneapolis; Packing Plants at Sioux City, Omaha, St. 
Paul, Spokane; Cereal Mills at Cedar Rapids, etc., where high class com¬ 
petitive freight is loaded and received. Cars are made empty and unless 
carefully watched are apt to be reloaded out on our line in defective con¬ 
dition, due to faulty running gear, improper body construction for changed 
commodity loading, etc., opening an avenue to damage claims and excessive 
delay en route. 

Inspectors who do their whole duties at points like these are assets to 
the organization, as they are generally away from any immediate super¬ 
vision, and their opportunity for service is great. They can assist the rail¬ 
road in its handling of traffic by seeing that only proper cars for any 


16 


specified loading are allowed to be considered for outbound movement over 
the railroad, and where improper methods are followed in the use or delivery 
of cars, either loaded or empty, that instant report is made so that proper 
precaution can be taken and remedy applied, besides seeing to it that all 
necessary light or running repairs are faithfully carried out. Irregularities 
coming to notice day by day, should never be dropped until someone has 
seen to it that lax methods are avoided and stopped. In order to make 
such a plan effective, it is well for car inspectors to commence the day by 
going over all cars in their jurisdiction to note especially those fit for loading, 
marking out any which cannot satisfactorily be loaded, assigning the various 
grades of equipment to meet requirements, having in mind the territory on 
the system where they are to be made empty, and using good judgment in 
assuming that they must make a round trip at least so far as their physical 
condition is concerned, and also that they will be fit to carry a foil return 
load of such commodities as originate in the territory from which they are 
to return. It is also well to remember when desirable to get. cars to home 
connections, full knowledge of prevailing loading and the direction of same 
is necessary, so that proper movement may result. 

As a rule cars such as referred to above will be inspected before being 
placed at elevators, manufacturing plants, etc. and are to be given a No. 
1 Inspection. 

System Cars with journal boxes repacked over 12 months previously 
are to be marked to repair tracks, where the cars will be jacked up, brasses 
removed, all necessary attention given contained parts, boxes repacked, and 
car stencilled accordingly. 

When cars are being inspected prior to going into trains 65 or more 
cars in length, short draft timber cars should be marked, and switched to 
rear of train. Difficulty in getting trains made up in this way will be ex¬ 
perienced at some points, but constant pressure is to be maintained until 
it is done, as the damage to equipment and freight resulting from hauling 
weak cars in the head end of long trains is so great as to more than offset 
any cost or loss of time in switching during the making up of trains. 

Para. 4. INSPECTION OF FREIGHT CARS IN TRAINS 

Sub-Para. (1) GENERAL PROCEDURE 

When a train is made up it must be inspected before being allowed to 
depart, regardless of what inspection has been given the cars prior to 
switching into train. 

As soon as a train arrives at a terminal or inspection point, it must be 
inspected and not allowed to stand long enough for hot boxes to cool before 
it is gone over. The exact method by which this inspection will be made will 
depend upon the number of men available to go over the train, but examina¬ 
tion of cars must be made from both sides, and not merely from one side 
of train. 


d 


17 


There are three classes of inspection—No. 1 (Terminal), No. 2 (Divi¬ 
sional Repair Points), and No. 3 (Intermediate Inspection Points). No. 
1 Inspection consists of a thorough examination of each car, and test of air 
brakes, and is to be given cars on repair tracks. No. 2 Inspection consists 
of a thorough examination of cars in accordance with information given 
herein for each physical part of the car, and will be given all freight trains 
arriving at, departing from, or passing through Divisional Repair P.oints. 
No. 3 Inspection is comprised of examination of brake rigging, attention to 
hot boxes, and running air brake test, and will be given trains at Interme¬ 
diate Inspection Points, where, usually only one or two inspectors are em¬ 
ployed. The carman giving a train a No. 3 Inspection is expected to 
eliminate any trouble in connection with brake rigging, hot boxes, or air 
brakes, but he must be watchful at all times for other defects, and should 
ever be alert that truckside failures or bad wheels which it is possible to 
observe during a hurried inspection, may not escape his notice. In addition 
to Safety appliance, wheel, axle, and brake requirements specified in para¬ 
graphs 8, 9, 10 and 11, the following should be observed:— 

Sub-Para. (II) JOURNALS 

Journals must be inspected by raising lids and feeling the end of the 
journal with the hand. Ordinary running temperature is found to be 
roughly 120 deg. to 130 deg. Fahr. A new journal will usually run to 180 
deg. Fahr. before wearing down to a full bearing. This is caused by con¬ 
tact between the brass and journal being only part of the full bearing, and 
the weight of the load is therefore confined to the contact area, increasing 
friction proportionately. The temperature is raised as a result until the 
brass wears down and the area of contact is increased. Great care 
should be exercised in handling such “warm” journals, and all that is 
usually necessary is to stir up the packing and add a little oil. If the jour¬ 
nal is smoking and appears to be too hot to be allowed to go without atten¬ 
tion, the brass should be removed and examined. If bright spots are found 
on the brass they should be filed down, or if it appears all right, the same 
brass must be put back. 

When jacking up a journal for examination the waste must first be 
moved, placing it on a bucket or in some manner preventing it from touching 
the ground or becoming dirty. This does not mean it is merely desirable 
to keep packing clean—it is absolutely necessary, and failure to follow the 
instructions will be dealt with as a serious matter. When replacing use 
packing prepared in accordance with instructions laid down in Section 4, 
Para 4, and place in box as also outlined therein. 

In ordinary cases of hot boxes, ice positively must not be placed inside 
the journal box after rebrassing and packing. In bad cases, where the 
journal has become heated until it shows red, packing (if not burned up) 
and brass should be removed, and journal allowed to cool in the ordinary 
way. Water or ice applied while journal is red, or until the heat causing 
redness not only on the outside but on the inside has gone, will ruin the 
axle entirely. If applied while red the journal may snap right off, but 


18 


crystallization will undoubtedly occur, which means the usefulness of the 
axle is gone, and if allowed to remain in service will sooner or later cause 
a wreck. If water or ice is applied as soon as the exterior redness disappears, 
and while the interior is red although it cannot be seen, the sudden shrink¬ 
age when cooled quickly causes the outside black surface to squeeze the 
inside red metal, resulting in what is known as “piping.” A journal in this 
condition will surely cause a wreck if allowed to remain in service. Both 
inspectors and trainmen must therefore be warned that a red journal must 
be allowed to cool naturally, and water or ice not applied until at least ten 
minutes after redness has disappeared. Trains—without exception—are to 
he held accordingly when necessary, in the interests of safety. When journal 
has cooled to the point mentioned, ice and water may be used to further 
reduce its temperature, and the journal box then wiped out, brass applied, 
box repacked, and car allowed to proceed, but no ice is to be placed inside of 
box at this stage. 

When a brass is removed on account of a hot box, the inspector will feel 
with a pulling hook to ascertain whether the journal is cut or not. This 
can better be done by using a journal feeler, which transportation yard and 
depot inspectors should provide themselves with. 

Journal box lids should fit well in place and be properly secured to 
exclude dirt and dust. 

Sub-Para. (Ill) DRAFT GEAR 

Inspection must be made to see that all parts of draft gear are in good 
condition, and head end cars in especially good condition, so that no failure 
will result on the road. Carrier irons and straps should be secure and in 
place. Yoke rivets should be sound and tight, draw lugs substantially in 
place and draw gear carriers properly fastened. 

Friction draft gears are to be taken down not less often than once every 
three years, and car stencilled bearing date and station symbol at which 
work was done. On foreign cars, if draft gears have more than one inch 
excess travel, car will be held for practical repairs, but no stencilling on the 
car will be necessary. Inspectors will note particularly this rule, which is 
to be made a feature of our line. 

Coupler mechanism should be operative and free from safety appliance 
defects. Coupler should be of proper height—between 3iy 2 and 34 y 2 inches 
—and coupler contour within the limits of MCB- gauge (5%"). 

Sub-Para. (IV) SIDE READINGS 

Side bearing clearance should be carefully observed on cars with metal 
body and truck bolsters. When balanced on center plates, it is considered 
good practice to have clearance of 1/16 inch to % inch between all four 
side bearings. If they are bearing hard on one side the total clearance 
should not be more than % inch on the opposite side. On cars with wood 
body and truck bolsters or composite wood and metal bolster, it is con- 


19 


sidered good practice to have % inch to *4 inch clearance between all four 
side bearings when balanced on center plates. When car is bearing on one 
side it is considered good practice to have not more than % inch clearance 
on the opposite side. Good judgment must be used by inspectors in setting 
out cars with excessive side bearing clearance. Kind of car, type of body 
bolster, and distance from center pin to side bearing have to be taken into 
consideration.—Decidedly excessive clearance cars must not be allowed to 
proceed, as they constitute a menace to other equipment. 

When inspecting draft gear, the inspector should observe side bearing 
clearance—looking at both right and left side bearings. 

Sub-Para. (V) CENTER PLATES 

Body and truck center plates should be carefully inspected to see that 
they are not broken, are properly secured to place, bolts and nuts tight and 
center pin in position, properly secured to prevent loss when car is turned 
over on dumping machines. It is to be particularly observed whether top 
and bottom center plates are binding, as overlooking of this trouble has 
resulted in a number of derailments. 

Sub-Para. (VI) ARCH BARS AND TRUCK SIDES 

Arch bars should be inspected for cracks, especially in bends and at 
column bolt holes. This may be more effective after first giving the edge 
of arch bar several taps with inspector’s hammer so as to loosen up rust at 
cracks and flaws, as cracks can then be more readily detected. Seams and 
flaws are usually found at the bends and at column bolt holes, especially at 
bottom of column post on edge of arch bar. (Arch bars should not be 
welded in bend or at bolt holes or between the journal box or column and 
box bolt holes.) Trucks with cast steel side frames, such as Bettendorf, 
Andrews, Vulcan, Scullan, Ajax, and others, should be gone over carefully 
to discover flaws or cracks that might exist, which would endanger their 
safety. The same tapping with hammer as on arch bars should be required 
on cast steel side frames. These frames are not considered safe for service 
when found cracked or with flaws more then one inch back from any edge 
of frame. 

The fact that so many cast steel side frames fail in the tension (lower 
length of the truss) members, is conclusive evidence of weakness in design, 
and this should be especially looked for by inspectors. 

In addition to observing whether cracks exist in archbars and trucksides, 
lateral bends in center should be sharply watched for, and where found car 
taken out of service at once, as serious derailments result from these defects. 

Sub-Para. (VII) TRUCKS 

Many failures result from oil box and column nuts missing, and in many 
cases it is necessary to apply new bolts on account of worn or otherwise 
damaged threads. This is in many cases due to improper application in 



20 


the first place.—When the nut is tightened up the carman should take his 
hammer and give the head of bolt three or four sharp blows to help remove 
any rust, paint or dirt between head of bolt and bearing surface, or nut and 
bearing surface. Following these blows a previously tight nut will generally 
screw up a quarter to one whole turn, and this latter tightening makes all 
the difference as to how long the bolt will remain in a fully useful position.— 
Either boss or double nuts should be employed, and these also applied 
properly. 

Inspectors should bear these facts in mind, and tighten up at once 
oil box or column bolts found in any way loose. 

Sub-Para. (VIII) FOUNDATION BRAKE RIGGING 

Much stress is laid upon the necessity for air brakes being properly 
maintained, but the results required cannot be obtained unless the founda¬ 
tion brake rigging also is kept in good order.—Repair tracks have instruc¬ 
tions regarding the work connected with foundation brake rigging, which, 
if followed, will eliminate many troubles, but inspectors must not assume 
that these instructions have been adhered to, and must examine foundation 
brake rigging very carefully. 

It should be seen that brake hanger bolts and pins have spring cotters, 
split keys or nuts to keep them in position.—All parts of the rigging should 
be securely held in place. A sharp look-out must be kept for bolts and pins 
worn excessively, or flaws in brake hanger forgings. Brake hangers should 
not be made from threaded iron, but if it has to be used the threads must 
not be allowed at contact points. They are to be replaced when eye or 
suspension part is worn to thickness. Brake hangers are occasionally 
made from burnt iron, or are burnt in welding, and inspectors will be on 
the look out for such defects, and order hangers removed. Brake shoes are 
not to be allowed to wear down so that the brake head makes contact with 
the wheel.—Brake heads must not be left in service with metal at suspension 
point worn beyond 50% of the original thickness. 

Safety devices are being applied gradually to all brake beams, but cars 
without them must be watched at all times at all inspection points, to see 
that beams do not come down on track, as derailments will invariably result. 

• Cars must be equipped with all-metal brake beams. No. 1 brake beams 
must not be used on cars having a light weight in excess of 35,000 pounds. 
No. 2 brake beams must be applied to all cars built after January 1st, 1917, 
or receiving general repairs since October 1st, 1918, unless conditions re¬ 
quire a stronger beam (say No. 3). The letters “MCB” and number are 
stamped on strut of all brake beams. 

Sub-Para. (IX) ROOFS 

A train is never properly inspected unless the roofs are examined. Safety 
Appliance requirements explain fully what is necessary in connection with 
the roof of a car, but in addition to inspecting for these defects, a look-out 


21 


must be kept for anything which may lead to a freight claim being made 
against the Company. Loose boards, or loose nails and screws, are fruitful 
sources of trouble, while leakage around grabs can often be detected by the 
shop inspector. 

The inspection of roof must be regarded as fully necessary to the proper 
inspection of a train. 

Sub-Para. (X) FLOORS 

Bottom side of floors of cars should be inspected automatically by in¬ 
spectors when examining foundation brake rigging etc. Unless this is done, 
leakages resulting from holes in floors will proceed long distances without 
being detected, and claims result. With heavy loads there sometimes 
occurs a danger from the floor breaking away, and this will be quickly dis¬ 
covered if floors are looked over as described above. 

Sub-Para. (XI) DOORS 

Careful inspection of doors should be made to see that the bottom side- 
door guides are in place and tight, to prevent leakage or pilferage. 

Cars loaded without proper side-door protection become bulged, and this 
sometimes interferes with line clearance, resulting in heavy damage to 
equipment, and claims being filed for freight losses. 

At interchange points the strictest watch is necessary, and redress for 
any failure on the part of connecting lines, account not providing side door 
protection, must be insisted upon. We do not want the whole opening 
closed up inside the doorway in all instances. In the case of paper stock 
standing vertically, a iy 2 "x6" strip across doorway, placed at a point equal 
to three quarters the height of the rolls, will protect the door. The same 
applies to a car loaded with barrels. 

Doors must not be spiked to the car frame, but if they need fastening 
suitable wooden cleats or blocks should be used. Inspectors should make 
this known to shippers whenever possible. 

Be sure that door caps, end stop and spark strips are in good order on 
loaded cars to prevent the elements entering and causing damage. Also 
see that door guides, track, hasps , rollers, hinge pins and fasteners are all 
secure and in place on empties. In the case of refrigerator cars, see that 
side doors fit tightly in place to prevent perishable freight being spoiled. 
Always see that doors of loaded stock cars are quite secure. 

Sub-Para. (XII) DOMES OF TANK OARS 

Tank ca.rs en route should never be allowed to proceed with tank out¬ 
let valve caps dangling from retaining chains, since they break off and are 
lost in this manner. In some instances, employes have been found opening 
outlet valves on the bottom of empty tank cars which have been loaded with 


22 


gasoline or other oils, to drain them. This is a very dangerous practice and 
is not to be permitted. Dome caps are to be properly secured and in place 
at all times. 


Sub-Para. (XIII) LOADING RULES 


There is to be a copy of the latest edition A. R. A. Loading Rules availa¬ 
ble at every inspectors’ shanty. Inspectors will be expected to know these 
rules, and as they (inspectors) are responsible for detaining unsafe loads, 
the book in question is to be available for reference. 


The application of common sense is generally the greatest guide in de¬ 
ciding whether a load is safe to proceed or not. In some instances, how¬ 
ever, it is not only a question of safety—it may be a matter of preventing 
injury to lading, such as a car-load of wheels so placed that the journals 
would be cut by the flanges of the next wheels. An inspector would 
be fully expected to hold up such a shipment, and therefore some knowledge 
of the loading rules becomes necessary. 


The heights to which grain cars may be loaded are generally marked 
inside of cars, but for ready reference the undermentioned table is pub¬ 
lished, based on the following weights: 


Wheat . 

Corn, Rye or Flax 

Barley . 

Oats. 


60 lbs. per bushel 
56 lbs. per bushel 
48 lbs. per bushel 
32 lbs. per bushel 


30-Ton Cax>acity Cars—8' G" Wide Inside. 


Length 

Inside 

Wheat 

Corn, Rye 
or Flax 

Barley 

Oats 

31'0" 

4' 9" 

5' 1" 

6' 0" 

9' 0" 

32 , 0" 

4' 7" 

411" 

5' 9" 

8' 7" 

33'0" 

4' 6" 

4' 9" 

5' 7" 

8' 4" 

34'0" 

4' 4" 

4' 8" 

5' 5" 

8' 1" 

35'0" 

4' 2" 

4' 6" 

5' 3" 

710" 

36'0" 

4' 1" 

4' 5" 

5' 1" 

7' 8" 

37'0" 

4' 0" 

4' 3" 

411" 

7' 5" 

38'0" 

311" 

4' 1" 

410" 

7' 3" 

39'0" 

310" 

4' 0" 

4' 8" 

7 / r , 

40'0" 

3' 8" 

311" 

4' 7" 

6' 9" 

41'0" 

3' 7" 

310" 

4' 5" 

6' 7" 

42'0" 

3' 6" 

3' 9" 

4' 4" 

6' 6" 







23 


40-Ton Capacity Cars—8' 6" Wide Inside. 


36'0" 

5' 5" 

5' 9" 

6' 9" 

10' 2" 

37'0" 

5' 3" 

5' 7" 

6' 7" 

911" 

38'0" 

5' 1" 

5' 6" 

6' 5" 

9' 8" 

39'0" 

5' 0" 

5' 4" 

6' 3" 

9' 5" 

40'0" 

411" 

5' 3" 

6' 1" 

9' 1" 

41'0" 

410" 

5' 1" 

6' 0" 

9' 0" 

42'0" 

4' 9" 

5' 0" 

510" 

8' 9" 

43'0" 

4' 7" 

410" 

5' 9" 

8' 7" 

44'0" 

4' 6" 

4' 9" 

5' 7" 

8' 5" 

45'0" 

4' 4" 

4' 8" 

5' 5" 

8' 3" 

46'0" 

4' 3" 

4' 7" 

5' 3" 

8' 0" 

47'0" 

4' 1" 

4' 6" 

5' 2" 

710" 


40-Ton Cars—8 / 9" Wide Inside 


Length 

Inside 

Wheat 

Corn, Rye 
or Flax 

Barley 

Oats 

36'0" 

5' 3" 

5' 8" 

6' 7" 

910" 

37'0" 

5' 1" 

5' 6" 

6' 5" 

9, 7 // 

38'0" 

5' 0" 

5/ 4// 

6' 3" 

9' 5" 

39'0" 

411" 

5' 3" 

6' 1" 

9' 3" 

40'0" 

4/ 9'/ 

5' 1" 

511" 

9' 0" 

41'0" 

4' 8" 

411" 

510" 

810" 

42'0" 

4' 6" 

410" 

5' 8" 

8' 8" 

43'0" 

4' 5" 

4' 8" 

5' 7" 

8' 6" 

44'0" 

4' 4" 

4/ 7 // 

5' 5" 

8' 4" 

45'0" 

4/ 3// 

4' 6" 

5/ 4// 

8' 1" 

46'0" 

4' 2" 

4' 5" 

5' 3" 

710" 

47'0" 

4' 1" 

4' 4" 

5' 1" 

7' 7" 


50-Ton Cars—8'6" Wide Inside. 


36'0" 

6' 9" 

7, 3,, 

8' 6" 

12' 8" 

37 / 0" 

6' 7" 

7, 0 „ 

8' 2" 

12' 5" 

38'0" 

6' 5" 

611" 

711" 

12' 2" 

39'0" 

6' 3" 

6' 9" 

7 , 9// 

1110" 

40'0" 

6' 1" 

6' 7" 

7/ 7 // 

11' 6" 

41 / 0" 

6' 0" 

6' 6" 

7 , 6 // 

11' 4" 

42'0" 

510" 

6' 5" 

7' 5" 

11' 1" 

43 / 0" 

5' 9" 

6' 3" 

7' 4" 

10' 8" 

44'0" 

5' 7" 

6' 1" 

7/ 2" 

10' 4" 

45'0" 

5' 5" 

511" 

T 0" 

10' 1" 

46'0" 

5' 3" 

5' 9" 

611" 

911" 

47'0" 

5' 2" 

5/ 7 // 

610" 

9' 9" 


24 


50-Ton Cars 8' 9" AVide Inside. 


36'0" 

6 ' 7" 

7' 1" 

8 ' 3" 

12 ' 6" 

37'0" 

6 ' 5" 

611" 

8 ' 1" 

12' 3" 

38'0" 

6 ' 3" 

6 ' 9" 

711" 

12 ' 0" 

39'0" 

6 ' 1" 

6 ' 7" 

7' 8" 

11 ' 6" 

40'0" 

511" 

6 ' 4" 

7' 5" 

11 ' 1" 

41'0" 

5' 9" 

6 ' 2" 

7/ 2" 

10' 7" 

42'0" 

5' 7" 

6 ' 0" 

611" 

10 ' 2" 

43'0" 

5' 5" 

5'10" 

6 ' 9" 

10 ' 1" 

44'0" 

5' 4" 

5' 8" 

6 ' 7" 

10 ' 0" 

45'0" 

5' 3" 

5' 7" 

6 ' 6" 

911" 

46 / 0" 

5' 2" 

5' 6" 

6 ' 5" 

9' 9" 

47'0" 

5' 1" 

5' 5" 

6 ' 4" 

9' 8" 


Lumber loaded on flat or coal cars should be especially carefully watched, 
as these loads frequently shift, and unless they are set out, restaked and 
given necessary attention are liable to cause wrecks or accidents. In order¬ 
ing cars set out inspectors will take a proper record of where car was 
loaded, destination etc., and state whether staking or wiring was deficient, 
so the matter may be taken up and corrected at initial loading point. 

In loading, bearing pieces—especially on wooden flat cars—must be 
placed over the bolsters, otherwise breakage of sills is bound to result. 

The necessity for correct loading and carefully following M. C. B. load¬ 
ing rules governing lumber, piling etc., on open top cars, should be brought 
to the notice of agents and shippers at every opportunity. When inspecting 
cars loaded or loading, stakes and wiring should be carefully examined and 
all precautions taken to see they are strong enough to carry load safely. 

Inspectors will also bear in mind that system high side gondolas, 60 M, 
are not to be used in gravel service, and if found loaded or being loaded will 
be ordered taken out. This is on account of cars not being suitable or 
strong enough. 

It will be well to remember that open top cars loaded with sand and 
gravel become fearfully overloaded in periods of rainy weather. It has been 
determined that sometimes as much as 6,000 lbs. additional load is en¬ 
countered due to moisture absorbed and on this account all concerned are 
asked to guard in every reasonable way against overloading cars when such 
conditions prevail. 

Sub-Para. (XIV) LINE CLEARANCE FOR LOADING 

Car inspectors and agents are cautioned not to permit shippers to load 
cars beyond the limits prescribed in the following table for the respective 
roads involved, and where any doubt exists and the loaded car measures in 
excess of the maximum “All Line” clearance shown as the first item in table, 
and no detailed information is available for the Boad to which car is to be 
delivered, instructions should be received from the proper channel before 
car is released for train movement. 


25 


Agents will be able to check this matter to their own satisfaction, inas¬ 
much as they are informed as to routing and billing. 

We should co-operate to avoid having to transfer cars at connections on 
account of limitations called for being exceeded, and all should interest 
themselves in this matter. In case of doubt, the maximum clearance to 
pass all lines is a height of 12 ft. 6 in. (A) and a width of 9 ft. 8 in. 
(twice C), but most lines have a maximum height clearance of about 14 ft. 


and a width of 10 ft. 3 in. 



A 

B 

C 

D 

Road 

Height 

Highest 

Distance 

Clearance 


above 

point 

from cen¬ 

above 


rail 

above rail 

ter of car 

rail 



on side 

to side of 




of car 

Load 



12 '6" 

10 '6" 

410" 

4'0" 

Maximum to Pass All Lines 

14'8" 

12 '0" 

5' 1" 

4'0" 

B. & O. 

15'9" 

13'6" 

5' 6" 

4'0" 

C. C. C. & Stl. 

14'4" 

12 '6" 

5' 2" 

4'0" 

C. & N. W. 

15'3" 

13'6" 

6 ' 0" 

4'0" 

C. & A. 

16'0" 

12 '0" 

5' 2" 

4'0" 

C. R. I & P. 

14'7" 

12'9" 

5' 0" 

3'0" 

C. B. & Q. 

14'6" 

14'2" 

5' 6" 

4'0" 

C. M. & St. P. 

14'8" 

12 '0" 

5' 1" 

4'0" 

E. J. & E. 

151" 

ll'O" 

5' 6" 

4'0" 

Erie 

16'0" 

ll'O" 

5' 6" 

4'0" 

G. W. 

14'0" 

12 '0" 

5' 4" 

4'0" 

Grand Trunk 

161" 

14'3" 

5' 6" 

4'0" 

Illinois Central 

15'6" 

13'6" 

5' 0" 

4'0" 

Missouri Pacific 

14'2" 

12 '6" 

410" 

3'0" 

Michigan Central 

14'9" 

12'9" 

5' 1" 

l'O" 

New York Central 

15'5" 

13'9" 

5' 1" 

4'0" 

N. P. 

14'9" 

12 '0" 

5' 1" 

3'0" 

Pennsylvania Lines 

16'0" 

ll'O" 

5' 2" 

4'0" 

U. P. 

16'0" 

13'1" 

5' 1" 

4'0" 

Wabash 


26 


The points at which measurements are taken are shown in attached 
sketch:— 



Sub-Para. (XV) HEATERS IX REFRIGERATOR 

CARS 

During certain seasons of the year heaters are placed in refrigerator, and 
occasionally box cars. These are to protect the contents of the car against 
freezing, aud it is important that the heaters be properly maintained to 
prevent heavy claims for damage to freight. 

Refrigerators are to be prepared for heaters as follows:—All ice and 
inflammable matter must be removed from bunkers and drip pans; all doors 
and hatches tightly closed. Bulkheads must not be lined with paper when 




































































































27 


heaters are to be placed in bunkers. In order to permit circulation of air, 
the drain pipes should be cleaned and left open before and during the 
process of loading, as well as while cars are in transit. When cars with ice 
tanks are used, heaters should be placed in ice bunkers of cars and securely 
braced. 

Two kinds of heaters are used—Cole and Baxter type. In preparing 
the fuel for them use charcoal of good quality, absolutely dry, free from 
knots and reduced to the size of a walnut. The efficiency of the heater 
depends largely upon using charcoal of proper quality and size. Do not 
use charcoal dust in magazine. Store charcoal where it will keep perfectly 
dry. 

The Cole heater should be operated as follows:— 

(a) To fill tlie magazine, shove in the cut-off slide and fill the magazine with 
prepared charcoal, free from dust, as dust will choke down the fire. The cover 
of the magazine must be kept closed absolutely tight while heater is burning. 
This is essential to prevent draft of air from the fire pot up through the maga¬ 
zine. When necessary to open the cover to replenish the charcoal, that must be 
done quickly and covered again without delay. 

(b) In order to start fire, remove fire pot and fill it in to exceed % full of 
clean charcoal free from dust, replace fire pot. Remove starting lamp through 
ash pit hand door and saturate with alcohol. Light and replace starter. Then 
put on magazine section and lock heater with pin. Pull out slide (secured by 
pin) in magazine and see that fuel feeds down and close ash pit hand door. 

(c) In regulating the draft slide, set same either at full heat or slow heat, as 
conditions require. Remember that fuel always heats up considerably hotter 
during the first 12 hours with either draft position. 

(d) Kerosene or papers can be used in starting fire, but will cause consid¬ 
erable smoke until burned out. Be sure that heater has a good start before 
placing in car. The heater can be nailed to the floor, swung from chains from 
the ceiling of car, or anchored in bunkers of car by chains. The ash pit door 
must always be closed excepting when removing ashes or starter. The top feed lid 
must always be closed tight to prevent burning in magazine. To extinguish fire, 
simply remove pin and shove in cut-off slide. Remove ashes at least once a week 
and never dump them on car floor, wooden platforms or ties. Some ashes retain 
fire hours after dumping. 

Baxter heaters should be handled in accordance with the following:— 

Fire in heater can be started in car, but door or hatches in car must be left 
open to give draft and allow escape of gas. It is better practice to start heaters 
on platform in the open air: 

(1) Remove magazine by unfastening hasps at bottom and lifting off. 

(2) Punch hole in the center of paper starter and light there, then place on 
grate in bottom of fire pot and put three or four handfuls of charcoal or bri¬ 
quets on starter and let burn a few minutes. 

(3) Fill fire pot and let blaze show before putting on magazine. This will 
usually take about ten minutes. 

<4) Put on magazine and fasten hasps at bottom, then remove cover and 
fill same, shake a little and fill to capacity. Replace cover quickly and see that 
it is on tight. Do not use charcoal dust in the magazine. If heater has shut-off 
slide, pull out and (place pin to keep it open. When heaters are placed in 


28 


bunkers fastened with chains, same should be located as far to side of line of 
top hatch as possible, place screw eye in walls even with top of heater, run 
chain with snap on end through screw eye and hook snap hook on link of chain. 
If there is screw on side of bunker facing inside of car, run other chain through 
and hook the same way, seeing that cover is tight. In suspending the large sized 
heater, fasten eye bolts or screw eyes in ceiling of car at proper distance apart 
to suit snaps on edge of heater top and in line with end of side doors. Leave 
space about 24 inches between side of car and first hook. Do not stand on heater 
top. Empty ash pan at terminals and dump fire pot. 

Para. 5. MARKING FREIGHT CARS BAD ORDER 

When a defective car is found in a train, there are three things to be 
considered, viz—whether it can be repaired advantageously in the train; 
whether the car can be switched out of the train and repaired in the trans¬ 
portation yard, or whether it should be sent to the repair track. In the first 
case, delay to the car should be considered, and if it is a load which ought 
to remain in the train, the inspector should endeavor to make the repairs 
at once.—If, however, too much train delay would result, or the repairs 
could not be made in the train, the next step would be to effect repairs in 
the yard. When a car is sent to the repair tracks, it involves delay, costs 
money for switching both ways, embarrasses us in our bad order situation, 
necessitates records and reports being made, and hampers transportation 
department. All light repairs such as for brake shoes, brake rods, packing, 
brasses etc. should be made in yards under blue flag protection. 

When a car is marked Bad Order for switching out of train or sending 
to repair track, Bad Order Card should be securely fastened to car, and it 
is a good practice wherever possible to indicate on the card the principle 
defect or defects.—Occasionally there occurs an epidemic of cars going for¬ 
ward from certain points after being marked Bad Order by inspectors, on 
account of bad order cards being removed by maliciously inclined persons: 
at places where this trouble is encountered an additional precaution of chalk¬ 
marking the car should be resorted to. It is also advisable to institute a 
check to place responsibility, and when the person removing bad order 
cards is found, the matter must be reported to the Master Car Builder, 
.regardless of sentiment. Inspectors or others failing to so report cases re¬ 
ferred to, will themselves be taken out of service, as the removal of bad order 
cards constitutes a positive menace to the safety of the railroad. 

In chalk marking cars Dixon waterproof yellow crayon is strictly pro¬ 
hibited. This is for wheel and metal marking only. 

Para. 6. MAKING LIGHT REPAIRS IN TRAINS AND TRANS¬ 
PORTATION YARDS 

Once a defect develops on a car it has to be fixed. The question is 
simply when and where.—In the majority of cases the time is as soon as 
discovered, and it is merely a matter for decision as to the best place—in 
the train or yard, or on the repair track. As a check is made of cars going 
to repair tracks unnecessarily, defects are often allowed to remain, instead 
of being fixed in the train or yard. In consequence cars that could be re- 


29 


paired for a few dollars ultimately reach repair tracks in such shape that 
considerable time and money has to be spent to put them in shape, due to 
an extension in service of original defects. 

A vigorous, policy of making light repairs in trains and yards is at all 
times very desirable—during busy periods it is an absolute necessity if the 
railroad is to function profitably—Points should use discretion in this 
matter, and place carmen in yards in proportion to the amount of work to be 
done. As soon as transportation yards have to regularly send light repairs 
cars to repair tracks, on account of insufficient men to handle them on the 
spot, shortage of material, lack of organization, or any other cause, the rail¬ 
road is at a loss. This generally occurs during very busy periods, when 
offices such as the Master Car Builders have heavy demands made upon them 
on account of the numerous matters that center there, and local points 
should find means of handling the situation, notifying the District General 
Car Foreman, who should re-adjust forces to meet such an emergency. 

To allow work to be done quickly it is necessary that in transportation 
yards boxes be maintained with supplies, conveniently located, and at all 
times properly stocked. Boxes are to have pockets to carry various sizes of 
nuts, washers, cotters, nut locks, pins, bolts, clevises, dust guards, journal 
box lids, gaskets, pipe clamps, lag screws, grab irons, knuckles, locks, knuckle 
pins, uncoupling levers, air hose, packing, tools brake chain, brake shoes, 
keys, brake hangers, finger guards and pins, carry irons, etc. all in such a 
manner that material may be easily and promptly located as desired. Boxes 
are to be maintained in this order at all times. 

Para. 7. INTERCHANGE OF FREIGHT CARS 

Sub-Para. (I) GENERAL PRINCIPLES 

The movement of freight from West to East is generally greater than 
from East to West.—As a result our equipment finds its way to Eastern 
roads, who, having a surplus at destination, are compelled to send us a 
proportion of empties.—Movements of course are irregular, varying and 
fluctuating with the general trend of business, but the above represents the 
general tendency. In consequence Eastern Railroads have a certain choice 
of cars, and may retain our equipment and send us cars not so suited for 
operation on our road. This situation is guarded against somewhat by A. 
R. A. rules which provide a higher per diem for cars detained over a certain 
period. However, these rules by no means entirely correct the situation, 
and it is the Interchange Inspectors, stationed at the gateways to our road, 
who can, more than anyone else, safeguard the interests of the road by regu¬ 
lating the class of equipment finding its way on to our lines. 

The basic rule for interchange is that the receiving line shall be the 
judge as to the safety of any equipment offered for service. This rule 
largely places the matter in our own hands to prevent the road being 
swamped with poor class wooden underframe equipment, sagging in center, 
and without the means of tightening up to stand the strains imposed by our 
heavy trains. 


30 


It is generally considered poor policy to refuse business, but inspectors 
must be alive to what is involved by accepting radically weak equipment, 
even under load.—These cars take weeks to find their way across the country, 
visiting every repair track en route, and finally leave the road after earning 
so little that the resultant profit will not cover the per diem, plus the cost 
of switching and repairs for which no bill can be rendered. Inspectors will 
therefore not hesitate to refuse loaded cars destined to points involving 
long haulage over our road, where cars are unsuited, but will accept the 
load and refuse the car. Where the class of car referred to is offered in any 
quantity, the inspector or foreman should consult with local agent or super¬ 
intendent, and come to an understanding so that transportation department 
will not be embarrassed, but the thought must be always kept in mind that 
the flooding of our road with poor equipment has to be intelligently guarded 
against. 

In this regard it should be noted that other roads with which we inter¬ 
change will in some cases adopt a reciprocal attitude, and we will require 
to offer them cars in reasonable physical condition, other than, of course, 
their own equipment being .returned. 

Sub-Para. (II) DEFECTS FOR W HICH CARS TO 

BE REFUSED 

Cars will be refused in interchange with any safety appliance defects. 
If the car has any defects which, if repaired by us could not be billed for 
against the owner, the car must not be accepted unless it has a defect card 
properly attached. Defect card will not be required if damage is so slight 
that no repairs are necessary, but in the case of refrigerator cars sprayed 
and smeared up with lime, done when standing around disinfecting tracks 
at stock yards, the car must not be accepted unless the connecting line gives 
us a defect card covering the cleaning of the car and putting it in fit shape 
to make a presentable appearance. Defect cards will not be required of the 
delivering company for wrong repairs that were not made by it. 

Cars offered in interchange incorrectly loaded or with load shifted, re¬ 
quiring adjustment transfer, will require a transfer authority card cov¬ 
ering the work. 

Cars with old air dates, other than our own equipment, will not be ac¬ 
cepted in interchange, excepting under load, and similarly we will not offer 
cars with air dates in excess of twelve months. Cars equipped with stem or 
spindle coupler attachments, or American continuous draft rods, will not 
be offered in interchange. * 

Sub-Para. (Ill) DETAILS OF INTERCHANGE 

The various forms to be used, records to be kept, and procedure to be 
followed are fully covered under Administration later in this book. 

^ At outlying points where, joint inspection is not in effect, matters are 
left to the judgment of the receiving line, but where joint interchange in¬ 
spectors are employed, the decision will be made by the chief interchange 
inspector. 


31 


SAFETY APPLIANCES 

GENERAL OUTLINE 

Safety Appliances and their maintenance play a very important part 
in railroading. So that all concerned may be fully cognizant of require¬ 
ments, our own rules for Safety Appliance Standards are published in full. 

The standards laid down meet all requirements of the Safety Appliance 
Acts, and Orders of the Interstate Commerce Commission.—They also em¬ 
body additional requirements found by experience to be desirable, indicated 
as “preferable”. 

To give ready access to information concerning safety appliances, the 
consist thereof is included herein. 

1. PURPOSE 

2. HISTORY 

3. THE SAFETY APPLIANCE ACTS. 

4. ORDER OF THE INTERSTATE COMMERCE COMMISSION. 

5. CIRCULAR OF THE MASTER CAR BUILDERS ASSOCIATION. 

6. GENERAL RULES FOR GOOD PRACTICE. (Including General Defini¬ 

tions ) 

7. FREIGHT CAR SAFETY APPLIANCE REQUIREMENTS. 

(1) Requirements common to all Freight Cars. 

(2) Box and Other House Cars. 

(3) Hopper Cars & High-Side Gondolas with Fixed Ends. 

(4) Drop End High-Side Gondola Cars. 

(5) Fixed-End Low-Side Gondola Cars. 

(6) Drop End Low-Side Gondola Cars. 

(7) Flat Cars. 

(8) Tank Cars with Side Platforms. 

(9) Tank Cars without Side Sills and Tank Cars with short Side 
Sills and End Platforms. 

(10) Tank Cars without End Sills. 

(11) Caboose Cars with Platforms. 

(12.) Caboose Cars without Platforms. 

(13) Special Memoranda on Freight Cars. (Including Definitions) 

8. PASSENGER CAR SAFETY APPLIANCE REQUIREMENTS. 

(1) Requirements common to all Passenger Cars. 

(2) Passenger Train Cars with wide vestibules. 

(3) Passenger train Cars with open end platforms. 

(4) Passenger Train Cars without end platforms. 

(5) Special Memoranda on Passenger Cars. (Including Definitions) 

9. STEAM LOCOMOTIVE SAFETY APPLIANCE REQUIREMENTS. 

(1) Requirements common to all Steam Locomotives. 

(2) Steam Locomotives used in Road Service. 

(3) Steam Locomotives used in Switching Service. 

(4) Special Memoranda on Steam Locomotives. (Including Defi¬ 
nitions) 


Para. 8 
Sub-Para. (I) 


32 


10. ELECTRIC LOCOMOTIVE SAFETY APPLIANCE REQUIREMENTS 

(1) Requirements common to all Electric Locomotives. 

(2) Electric Locomotives used in road service. 

(3) Electric Locomotives used in Switching Serivce. 

(4) Special Memoranda on Electric Locomotives. (Including Defini¬ 
tions) 

11. ELECTRIC, GAS-ELECTRIC, OIL, STEAM, AND GASOLINE MOTOR 

CAR SAFETY APPLIANCE REQUIREMENTS. 

(1) Requirements for above Motor Cars. 

(2) Special Memoranda on Motor Cars. 

12. CLASSIFICATION OF DEFECTS TO BE REPORTED BY GOVERN¬ 

MENT INSPECTORS. 

Sub-Para. (II) PURPOSE 

The number of personal injuries and deaths resulting from the opera¬ 
tion of railroads was so large that in 1893 Congress passed the first “Safety 
Appliance Act”, followed later by additional acts, authorizing the Interstate 
Commerce Commission to promulgate rules to be followed by railroads in 
equipping and maintaining safety appliances on rolling stock. 

While the passage of these Acts and the endorsement of the Commis¬ 
sion’s Orders have in a natural course brought about better train opera¬ 
tion, their main purpose of reducing injuries and deaths has been highly 
satisfactory, as shown by official statistics. 

Sub-Para, (in) HISTORY 

The original Safety Appliance Act was passed March 2nd, 1893, sup¬ 
plementary acts being passed March 2nd, 1903, May 30th, 1908, and April 
14th, 1910. The Acts authorized and directed the Interstate Commerce 
Commission to prescribe certain appliances to be maintained, giving the 
number, location, dimensions and manner of application. On March 13th, 
1911, the Order prescribing standard appliances was issued. 

The order was compiled and various limiting dimensions agreed upon 
after measuring numerous men of various sizes, ascertaining comfortable 
distances for them to step up, step across, reach up, around and down, and 
in fact every movement a man would have to make in getting on, off or over 
locomotives and cars. From this data they prescribed the Order which is 
embodied hereinafter. 

Sub-Para. (IV) THE SAFETY APPLIANCE ACTS 

(March 2, 1893. Amended April 1, 1896) 

An Act to promote the safety of employees and travelers upon railroads by com¬ 
pelling common carriers engaged in interstate commerce to equip their cars 
with automatic couplers and continuous brakes and their locomotives withi 
driving-wheel br'akes, and for other purposes. 

Driving-wheel and “ en * ct ®? X‘ h f Sel ' at ‘; and . Ho "“ ,f Representatives 

of the United States of America in Congress assembled. 
trainbrakes. That on and after the first day of January, eighteen hun¬ 

dred and ninety-eight, it shall be unlawful for any common carrier engaged in in- 


33 


terstate commerce by railroad to use on its line any locomotive engine in moving 
interstate traffic not equipped with a power driving-wheel brake and appliances 
for opei ating the train-brake system, or to run any train in such traffic after 
said date that has not a sufficient number of cars in it so equipped with power 
or tiain. biakes that the engineer on the locomotive drawing such train can 
contiol its speed without requiring brakemen to use the common hand brake 
for that purpose. 

[Excerpts of Court Decisions: Virginian R. R. vs U. S. 223 Fed. 

748 


“It was the intention of Congress by the power brake provision of 
the safety appliance acts to make it unlawful to require brakemen to 
use handbrakes in the ordinary movement of freight trains.” 

U. S. vs G. N. 229 Fed. 927. 

“The power brake provision of the safety appliance act is manda¬ 
tory in requiring that trains must not only be equipped to run, but 
must actually be run without requiring brakemen to use hand brakes 
in the ordinary movement of trains.”] 


Automatic 

couplers. 


sec. 2. That on and after the first day of January, eighteen 
hundred and ninety eight, it shall be unlawful for any such 
common carrier to haul or permit to be hauled or used on its 
line any car used in moving interstate traffic not equipped with couplers coup¬ 
ling automatically by impact, and which can be uncoupled without the neces¬ 
sity of men going between the ends of the cars. 


("Excerpt of Court Decision: Johnson vs Sou. Pac., Dec. 19-1904; 
Chief Justice Fuller. 

“We dismiss as without merit the suggestion which has been made, 
that the words ‘without the necessity of men going between the ends 
of cars which are the test of compliance with section 2 apply only to 
the act of uncoupling. The phrase literally covers both coupling and 
uncoupling, and if read, as it should be, with a comma after the word 
‘uncoupled’ this becomes entirely clear.”] 


sec. 3. That when any person, firm, company, or corporation 
engaged in interstate commerce by railroad shall have 
equipped a sufficient number of its cars so as to comply 
with the provisions of section one of this Act, it may law¬ 
fully refuse to receive from connecting lines of road or 
shippers any cars not equipped sufficiently, in accordance 
with the first section of this Act, with such power or train brakes as will work 
and readily interchange with the brakes in use or on its own cars, as required by 
this act. 


When carriers may 
lawfully refuse to 
receive cars from 
connecting lines or 
shippers. 


Oral) irons and sec. 4- That from and after the first day of July, eighteen 

hundred and ninety-five, until otherwise ordered by the In- 
Handholds. terstate Commerce Commission, it shall be unlawful for 

any railroad company to use any car in interstate commerce that is not pro¬ 
vided with secure grab irons or handholds in the ends and sides of each car for 
greater security to men coupling and uncoupling cars. 


Standard Height 
of drawbars for 
freight cars. 
perpendicular from 


sec. 5. That within ninety days from the passage of this 
Act the American Railway Association is authorized here¬ 
by to designate to the Interstate Commerce Commission 
the standard height of draw bars for freight cars, measured 
the level of the tops of the rails to the centers of the draw- 


4 


34 


bars for each of the several gauges of railroads in use in the United States and 
shall fix a maximum variation from such standard height to be allowed be¬ 
tween the drawbars of empty and loaded cars. Upon their determination being 
certified to the Interstate Commerce Commission, said Commission shall at once 
give notice of the standard fixed upon to all common carriers, owners, or lessees 
engaged in interstate commerce in the United States by such means as the 
Commission may deem proper. But should said association fail to determine a 
standard as above provided, it shall be the duty of the Interstate Commerce Com¬ 
mission to do so, before July first, eighteen hundred and ninety-four, and im¬ 
mediately to give notice thereof as aforesaid. And after July first, eighteen 
hundred and ninety-five, no cars, either loaded or unloaded, shall be used in in¬ 
terstate traffic which do not comply with the standard above provided for. 


sec. 6 . (As amended April 1, 189G.) That any such com¬ 
mon carrier using any locomotive engine, running any train, 
or hauling or permitting to be hauled or used on its line 
any car in violation of any of the provisions of this act, 
shall be liable to a penalty of one hundred dollars for each 
and every such violation to be recovered in a suit or suits 
to be brought by the United States district attorney in the 
district court of the United States having jurisdiction in the 
locality where such violation shall have been committed; 
and it shall be the duty of such district attorney to bring 
such suits upon duly verified information being lodged with 
him of such violation having occurred: and it shall also 
be the duty of the Interstate Commerce Commission to lodge 
with the proper district attorneys information of any such 
violations as may come to its knowledge: Provided , That 
nothing in this Act contained shall apply to trains composed of four-wheel 
cars or to trains composed of eight-wheel standard logging cars where the height 
of such car from top of rail to center of coupling does not exceed twenty-five 
inches, or to locomotives used in hauling such trains when such cars or locomo¬ 
tives are exclusively used for the transportation of logs. 


Penalty for vio¬ 
lation of the preci¬ 
sions of this act. 

Duty of United 
States district 
attorney. 

Duty of interstate 
Commerce Commis¬ 
sion. 

Exceptions to the 
act. 


[Excerpts of Court Decisions: St. L. S. W. vs. U. S. 1S3 Fed. 770. 

“In a prosecution for the recovery of the statutory penalty, the 
defendant is liable as to each and every car used or hauled in viola¬ 
tion of the Acts.” 

U. S. vs. C. G. W. 162 Fed. 775. 


“In a prosecution for the recovery of the statutory penalty, the 
ownership of the cars involved is immaterial, and the defendant is 
liable for the use or hauling of a foreign car in violation of the 
Acts.”] 


Power of Interstate 
Commerce Com m is 
sion to extend time 
to carriers to com¬ 
ply with this act. 
Employes not deem¬ 
ed'■ to assume 7'islc 
of employment. 


seo. 7 That the Interstate Commerce Commission may from 
time to time upon full hearing and for good cause extend the 
period within which any common carrier shall comply with 
the provisions of this Act. 


sec. 8. That any employee of any such common carrier who 
may be injured by any locomotive, car or train in use con¬ 
trary to the provisions of this Act shall not be deemed 
thereby to have assumed the risk thereby occasioned, al¬ 
though continuing in the employment of such carrier after the unlawful use of 
such locomotive, car. or train had been brought to his knowledge. Public No. 113, 
approved March 2, 1893, amended April 1, 1S96. 


Note :—Prescribed standard height of drawbars: Standard-gauge railroads’,maxi¬ 
mum 34%, minimum 31% inches; narrow-gauge railroads :maximum26, minimum, 
23 inches; 2-foot-gauge railroads: maximum 17%, minimum 14% inches. 


35 


[Excerpt of Court Decision: C. M. & p. S. vs. U. S., 196 Fed., 882. 

The Acts prohibit the use of a coupler the drawbar of which is 
lower than the standard height, even though such coupler is on the 
front end of a locomotive.”] 


March 2, 1903 

An Act to amend an Act entitled “An Act to promote the safety of Employed 
and tr avelers upon railroads by compelling common carriers engaged in inter¬ 
state commerce to eguip their cars with automatic couplers and continuous * 
brakes and tlieir locomotives with driving-wheel brakes, and for other pur¬ 
poses," approved March second, eighteen hundred and ninety-three, and amended 
April first, eighteen hundred and ninety-six. 


8 a f e t y-Appliance Be it enacted by the Senate and House of Rep resen tatives 
act of Mar. 2 , 1893 of the United States of America in Congress assembled, 
as amended by act That the provisions and requirements of the Act entitled,' 
of Apt .• 1, 1896, shall “An Act to promote the safety of employes and travelers 
apply in Territories upon railroads by compelling common carriers engaged in 
and District of Co- interstate commerce to equip their cars with automatic 


lumbia. 


Provisions of safe- 


apply in all cases 
when couplers are 
brought together. 


couplers and continuous brakes and their locomotives with 
driving-wheel brakes, and for other purposes,” approved 

tii-aanliancr nett nt Mareh secon ?> eighteen hundred and ninety-three, and 
. , . amended April first, eighteen hundred and ninety-six, shall 

ninviini L In 11 <11 be lield to a PP!y to common carriers by railroads in the Ter¬ 
ritories and the District of Columbia and shall apply in all 
cases, whether or not the couplers brought together are of 
the same kind, make, or type; and the provisions and re- 
„ . . .. quirements hereof and of said Acts, relating to train brakes, 

' in l p i J anc , automatic couplers, grab irons, and the height of drawbars 
acts s m / app y to sliall be to a ppi y |- 0 a q trains, locomotives, tenders, cars, 
a equipment op any an( j s i m p ar vehicles used on any railroad engaged in inter¬ 
val roa engage m 8 f a f e commerce, and in the territories and the District of 
interstate commerce. 0 o p ull pi a> , an d to all other locomotives, tenders, cars, and 
Exceptions. similar vehicles used in connection therewith, excepting 

those trains, cars, and locomotives exempted by the provisions of section six of 
said ..Act of March second, eighteen hundred and ninety-three, as amended 'by 
the Act of April first, eighteen hundred and ninety-six, or which are used upon 
street railways. 


[Excerpts of Court Decisions: Soo Ry. vs. U. S. No. 28 U. S. 
supreme Court. 

“When the words ‘on any railroad engaged in interstate com¬ 
merce’ are given their natural signification, as presumptively they 
should be, the scope of the clause is such that the true test of its ap¬ 
plication is the use of the vehicle on a railroad which is a highway 
of interstate commerce, and not its use in moving interstate traffic. 
In the instance of a train composed of many cars, some moving in¬ 
terstate traffic and others moving intrastate traffic, would by their 
concurrent operation bring the entire train within the statute. The 
act is intended to embrace all locomotives, cars and similar vehicles 
used on any railroad which is a highway of interstate commerce.” 




30 

V 

C. M. & St. P. Ry. vs. U. S. 196 Fed. 882. 

“The locomotive at the head of a freight train is a ‘freight car’ 
within the purview of the Acts.”] 

.sec. 2. That whenever as provided in said Act, any train is 
operated with power or train brakes, not less than fifty per 
centum (now 85%) of the cars in such train shall have 
their brakes used and operated by the engineer of the lo¬ 
comotive drawing such train; and all power-braked cars in 
such train which are associated together with said fifty per 
centum (now 85%) shall have their brakes so used and oper¬ 
ated ; and, to more fully carry into effect the objects of 
said Act, the Interstate Commerce Commission may, from 
time to time, after full hearing, increase the minimum 
percentage of cars in any train required to be operated with 
power or train brakes which must have their brakes used 
and operated as aforesaid; and failure to comply with any 
such requirement of the said Interstate Commerce Commis¬ 
sion shall be subject to the like penalty as failure to comply with any require¬ 
ment of this section. 

¥ v 

Act effective Sept. sec. 3. That the provisions of this Act shall not take effect 

1. 1903 until September first, nineteen hundred and three. Nothing 

in this Act shall be held or construed to relieve any common 
Provisionpower's, carrier, the Interstate Commerce Commission, or any United 
duties, requirements, States district attorney from any of the provisions, powers, 
md liabilities, speci- duties, liabilities, or requirements of said Act of March see¬ 
ded in act of Mar. ond, eighteen hundred and ninety-three, as amended by the 

2, 1893, and act of Act of April first, eighteen hundred and ninety-six; and all 

Apr. 1, 1896, apply .of the provisions, powers, duties, requirements, and liabili- 
to this act. ties of said Act of March second, eighteen hundred and 

ninety-three, as amended by the Act of April first, eighteen 
hundred and ninety-six, shall except as specifically amended by this Act, apply 
to this Act. , 

Public, No. 133, approved March 2, 1903. . 

'Note :—Order of Commission of June 6, 1910. 

It is ordered , That on and after September 1, 1910, on all railroads used in inter¬ 
state commerce, whenever, as required by the safety appliance act as amended 
March 2, 1903, any train, is operated with power or train brakes, not less than 85 
per cent of the cars of such train shall have their brakes used and operated by 
the engineer of the locomotive drawing such train, and all power-brake cars in 
every such train which are associated together with the 85 per cent shall have 
their brakes so used and operated. 

[Excerpt of Court Decision: U. S. vs. St. L. I. M. & S. No. 1149. 

“The fact that a string of cars is handled by a switch engine and a 
switching crew does not make such movement a switching operation 
within that term as used by the Supreme Court, if such movement 
were in fact over a main line track where the employes were exposed 
to hazards which made it essential that appliances be at hand for 
readily and quickly controlling the speed of such train.” 

U. S. vs. N. P. No. 88 Supreme Court Oct. 1920. 

“There is nothing in the Act which limits the application of the 
provision to operations on main line tracks. A moving locomotive 
with car attached is without the provision of the Act only when 
it is not a train, as where operation is that of switching, classifying 
and assembling cars within railroad yards for the purpose of mak¬ 
ing up trains.” ] 


t 

Power or train 
brakes on not less 
than 50 percent of 
cars in trains shall 
be used and oper¬ 
ated (now 85%) 

f Comission may in¬ 
crease minimum 
, percentage of power 
or train brake cars 
to be used. 

Penalty. 


37 


April 14, 1910 

An Act to supplement “An Act to promote the safety of employes and travelers 
upon railroads by compelling common carriers engaged in interstate commerce 
to equip their cars with automatic couplers and continuous brakes and their 
locomotives ivith driving wheel brakes and for other purposes ,” and other * 
safety appliance Acts, and for other purposes. 


To 'what carriers enacted ^y the Senate and House of Representatives 

annlicabip of the United States of America in Congress assembled, that 

the provisions of this Act shall apply to every common carrier 
and every vehicle subject to the Act of March second, eighteen hundred and 
ninety-three, as amended April first, eighteen hundred and ninety-six, and March 
second, nineteen hundred and three, commonly known as the “Safety Appliance 
Acts.’" 


Cars to be equipped sec. 2. That on and after July first, nineteen hundred and 
with sill steps, hand eleven, it shall be unlawful for any common carrier subject 
brake* ladders to Provisions of this Act to haul, or permit to be hauled 

’ or used on its line any car subject to the provisions of this 
running boards, and Act not equipped with appliances provided for in this Act, 
grab irons. to wit: All cars must be equipped with secure sill steps and 

efficient hand brakes; all cars requiring secure ladders and secure running boards 
shall be equipped with such ladders and running boards, and all cars having 
ladders shall also be equipped with secure hand holds or grab irons on their 
roofs at the tops of such ladders: Provided, That in the loading and hauling of 
long commodities, requiring more than one car, the hand brakes may be ommitted 
on all save one of the cars while they are thus combined for such purpose. 


[Excerpt of Court Decision: U. S. vs. I. C. 177 Fed. 801. 

“A hand brake on a car being rendered inoperative by reason of 
the lading thereon hu'irg been shifted and pressed against the brake 
is an inefficient brake.”] 


Commission to desig- sec. 3. That within six months from the passage of this Act 
nate number dimen- the Interstate Commerce Commission, after hearing, shall 
’ designate the number, dimensions, location, and manner of 

sions, location, and a ppii ca ti on of the appliances provided for by section two of 
manner of applica- tpi s Act and section four of the Act of March second, eight- 
turn of appliances. een hundred and ninety-three, and shall give notice of such 
designation to all common carriers subject to the provisions of this Act by such 
means as the Commission may deem proper, and thereafter said number, location, 
dimensions, and manner of application as designated by said Commission shall 
remain as the standards of equipment to be used on all cars subject to the pro¬ 
visions of this act, unless changed by an order of said Interstate Commerce Com¬ 
mission, to be made after full hearing and for good cause shown; and failure to 
comply with any such requirement of the Interstate Commerce Commission shall 
be subject to a like penalty as failure to comply with any requirement of this 
Act: 


Period of compliance Provided, That the Interstate Commerce-Commission may, 
may be extended. upon full hearing and for good cause, extend the period 

within which any common carrier shall comply with the 
Commission m a y provisions of this section with respect to the equipment of 
modify height of cars actually in service upon the date of the passage of this 
drawbars Act. Said Commission is hereby given authority after hear- 


38 


ing, to modify or change, and to prescribe the standard 
Present standard height of drawbars and to fix the time within which such 
height of drawbars modification or change shall become effective and obligatory, 
legal. and prior to the time so fixed it shall be unlawful to use any 

car or vehicle in interstate or foreign traffic which does 
not comply with the standard now fixed or the standard so prescribed, and after 
the time so fixed it shall be unlawful to use any car or vehicle in interstate or 
foreign traffic which does not comply with the standard so prescribed by the Com¬ 
mission. 

Penalty for violation sec. 4. That any common carrier subject to this act using, 
of provisions of this hauling, or permitting to be used or hauled on its line any 
act. ear subject to the requirements of this Act not equipped as 

n , . provided in this! Act shall be liable to a penalty of one hunr 

7 l f C \ /°' S< ma !i deed dollars for each and every such violation, to be recover- 
k lau a o ncaiest ed as p rov i(l e cl in section six of the Act of March second, 
aval able i ■ ^ a t eighteen hundred and ninety-three, as amended April first, 
P <nn •• eighteen hundred and ninety-six: Provided: That where any 

car shall have been properly equipped, as provided in this Act 
Carriers not relieved and the other Acts mentioned herein and such equipment 
from liability for shall have become defective or insecure while such car was 
death or in jury. being used by such carrier upon its line of railroad, such car 

may be hauled from the place where such equipment was 
Hauling by chains. first discovered to be defective or insecure to the nearest 
available point where such car can be repaired, without liability for the penalties 
imposed by section four of this act or section six of the Act of March second, 
eighteen hundred and ninety-three, as amended by the Act of April first, eighteen 
hundred and ninety-six, if such movement is necessary to make such repairs and 
such repairs can not be made except at such repair point ; and such movement 
or hauling of such car shall be at the sole risk of the carrier, and nothing in this 
section shall be construed to relieve such carrier from liability in any remedial 
action for the death or injury of any railroad employee caused to such employee by 
reason of or in connection with the movement or hauling of such car with equip¬ 
ment which is defective or insecure or which is not maintained in accordance 
with the requirements of this Act and the other Acts herein referred to; and 
nothing in this proviso shall be construed to permit the hauling of defective cars 
by means of chains instead of drawbars, in revenue trains or in association with 
other cars that are commercially used, unless such defective cars contain live 
stock or “perishable” freight. 

[Excerpt of Court Decisions: C. & O. vs. U. S. No. 1323. 

“The relief granted to the carriers by the amendment of April 14, 

1910, is limited by its express terms and manifest intent, and there 
is no warrant for further extension. It permits the transfer with¬ 
out penalty of a disabled car to the ‘nearest available point’ where 
it can be repaired, provided such transfer is necessary because the 
defects cannot be remedied at the point where they are first discov¬ 
ered, and that is the only movement which does not subject the car¬ 
rier to liability. The movement of a defective car, not for repairs or 
in any other than commercial service, renders the carrier liable al¬ 
though ignorant of the defect, and the amendment affords no pro¬ 
tection.” 

D. & R. G. vs. U. S., No. 4862. 

“Such car may not be handled for the purpose of delivering its load 
to the consignee even when unloading is necessary for repair, unless 
it be affirmatively shown that such delivery involves no more move¬ 
ment or handling of the car than unloading it or transferring its 
load.” 


89 


C. & N. W. vs. U. S. 168 Fed. 236. 

“Cars are commercially used either when they are moving traffic 
or when, though empty, they are moving to points for the purpose of 
receiving traffic.”] 

B. & O. vs. U. S., No. 2959. 

“A carrier is prohibited from hauling for repairs over its line a 
defective car which has been delivered in defective condition by a 
connecting carrier in interchange. A defective car cannot be hauled 
for repairs without liability, except by the carrier upon whose line it 
became defective while being used.” 

U. S. vs. C. M. & St, P. 149 Fed. 486. 

“Cars used or hauled by an interstate carrier for the transporta¬ 
tion of its own products or property are commercially used within 
the purview of the Acts.” 


U. S. vs. D. & R. G. 163 Fed. 519. 

“The distance a defective car is hauled in violation of the Acts 
is immaterial.” 


Barriers not relieved SEC - That except that within the limits specified in the 
from penalty except l >rwe( ling section of this Act, the movement of a car with 
for causes above defective or insecure equipment may be made without in- 
named. curring the penalty provided by the statutes, but shall in all 

other respects be unlawful, nothing in this Act shall be held 
or construed to relieve any common carrier, the Interstate Commerce Commission, 
or any United States attorney from any of the provisions, powers, duties, liabili¬ 
ties, or requirements of said Act of March second, eighteen hundred and ninety- 
three, as amended by the Acts of April first, eighteen hundred and ninety-six, and 
March second, nineteen hundred and three; and, except as aforesaid, all of the 
provisions, powers, duties, requirements, and liabilities of said Act of March sec¬ 
ond, eighteen hundred and ninety-three, as amended by the Acts of April first, 
eighteen hundred and ninety-six, and March second, nineteen hundred and three, 
shall apply to this Act. 


Enforcement. 


sec. 6 . That it shall be the duty of the Interstate Commerce 
Commission to enforce the provisions of this Act, and all 
powers heretofore granted to said Commission are hereby extended to it for the 
purpose of the enforcement of this Act. Public, No. 133, approved April 14, 1910. 


Vmninimirnt nf in- Suildr y civil act (appropriations) of June 28, 1902, authorizes 
J ‘ J 1 Commission to employ “inspectors to execute and enforce the 

spectors. requirements of the safety-appliance Act.” 


May 30, 1908 


An Act to Promote the Safety of Employees On Railroads 

Be it enacted by the Senate and House of Representatives 
of the United States of America in Congress assembled, That 
com- on an( j a ft er the first day of January, nineteen hundred and 
ten, it shall be unlawful for any common carrier engaged 
in interstate or foreign commerce by railroad to use any locomotive in moving 
interstate or foreign traffic, not equipped with an ash pan, which can be dumped 


Ash pan equipment 
in interstate 
merce. 


or emptied and cleaned without the necessity of any employee going under such 
locomotive. 


40 


4s7i pan equipment SEC - 2 - That on aucl af ter the first day of January, nineteen 
. . hundred and ten, it shall be unlawful for any common car- 

m lemtorics and r j er by railroad in any Territory of the United States or the 
District of Colum- District of Columbia to use any locomotive not equipped 
bia. with an ash pan, which can be dumped or emptied and 


cleaned without the necessity of any employee going under such locomotive. 


sec. 3. That any such common carrier using any locomotive 
Penalties. in violation of any of the provisions of this Act shall be li; 

able to a penalty of two hundred dollars for each and every 
Enforcement. such violation, to be recovered in a suit or suits to be brought 

by the United States district attorney in the district court 
Commission to lodge of the United States having jurisdiction in the locality where 
information. such violation shall have been committed; and it shall be the 

duty of such district attorney to bring? such suits upon duly 
verified information being lodged with him of such viola¬ 
tion having occured; and it shall also be the duty of the Interstate Commerce 
Commission to lodge with the proper district attorneys information of any such 
violations as may come to its knowledge. 


Poivers granted to seo. 4. That it shall be the duty of the Interstate Commerce 
Commission. Commission to enforce the provisions of this Act, and all 

powers heretofore granted to said Commission are hereby 
extended to it for the purpose of the enforcement of this Act. 


Receivers Included. 


sec. 5. That the term “common carrier” as used in this Act 
shall include the receiver or receivers or other person or cor¬ 
porations charged with the duty of the management and operation of the busi¬ 
ness of a common carrier. 


Where ash pan is sec. 6 . That nothing in this Act contained shall apply to 

any locomotive upon which, by reason of the use of oil, 
not necessary. electricity, or other such agency, an ash pan is not necessary. 

Public, No. 165, approved May 30, 1908. 

Sub-Para. (V) INTERSTATE COMMERCE COMMISSION ORDER 

At a General Session of the Interstate Commerce Commission, held at its office 
in Washington, D. C., on the l'Sth day of March, A. D. 1911. In the Matter of 
Designating the Number, Dimensions, Location, and Manner of Application of 
Certain Safety Appliances. 

Whereas by the third section of an act of Congress approved April 14tli, 1910, 
entitled “An act to supplement ‘An act to promote the Safety of employees and 
travelers upon railroads by compelling common carriers engaged in interstate 
commerce to equip their cars with automatic couplers and continuous brakes and 
their locomotives with driving-wheel brakes, and for other purposes, “and other 
safety appliance acts, and for other purposes,” it is provided, among other things, 
“That within six months from the passage of this act the Interstate Commerce 
Commission, after hearing, shall designate the number, dimensions, location, 
and manner of application of the appliances provided for by section two of this 
act and section four of the act of March second, eighteen hundred and ninety- 
three, and shall give notice of such designation to all common carriers subject 
to the provisions of this act by such means as the Commission may deem proper, 
and thereafter said number, location, dimensions, and manner of application as 
designated by said Commission shall remain as the standards of equipment to 
be used on all cars subject to the provisions of this act, unless changed by an 
order of said Interstate Commerce Commission, to be made after full hearing 
and for good cause shown; and failure to comply with any such requirement of 
the Interstate Commerce Commission shall be subject to a like penalty as fail¬ 
ure to comply with any requirement of this act: Provided: that the Interstate 
Commerce Commission may, upon full hearing and for good cause, extend the 


41 


period within which any common carrier shall comply with the provisions of this 
section with respect to the equipment of cars actually in service upon the date 
of the passage of this act;” and 

Whereas hearings in the matter of the number, dimensions, location, and 
manner of application of the appliances, as provided in said section of said act, 
were held before the Interstate Commerce Commission at its office in Washington, 
D. C., on September 29th and 30th and October Tth, 1910, respectively; and Feb¬ 
ruary 27 th, 1911; 

Now, therefore, in pursuance of and in accordance with the provisions of 
said section three of said act, and superseding the Commission’s order of October 
13th, 1910, relative thereto— 

It is ordered, That the number, dimensions, location, and manner of appli¬ 
cation of the appliances provided for by section two and the act of April 14, 1910 
and section four of the act of March 2nd, 1893, shall be as follows: 

(Then is set out the requirement for each type of car or locomotive as shown 
hereinafter). 

In the matter of the extension of the period within which common carriers 
shall comply with the requirements of an Act entitled “An act to supplement ‘An 
act to promote the safety of employes and travelers upon railroads by compelling 
common carriers engaged in Interstate Commerce to equip their cars with auto¬ 
matic couplers and contiuous brakes and their locomotives with driving-wheel 
brakes and for other purposes,’ and other safety appliance acts, and for other 
purposes,” approved April 14, 1910, as amended by “An act making appropria¬ 
tions for sundry civil expenses of the Government for the fiscal year ending 
June 30th, 1912, and for other purposes,” approved March 4, 1911. 

Whereas, pursuant to the provisions of the act above stated, the Interstate 
Commerce Commission, by its orders duly made and entered on October 13, 1910, 
and March 13, 1911, has designated the number, dimensions, location and manner 
of application of the appliances, provided for by section 2 of the act aforesaid 
and section 4 of the act of March 2, 1893, as amended April 1, 1896 and March 
2nd, 1903, known as the “Safety Appliance Acts;” and -whereas the matter of 
extending the period within which common carriers shall comply with the pro¬ 
visions of section 2 of the act first aforesaid being under consideration, upon 
full hearing and for good cause shown: 

It is ordered, That the period of time within which said common carriers 
shall comply with the provisions of section 3 of said act in respect of the equip¬ 
ment of cars in service, on the 1st day of July, 1911, be, and the same- is hereby, 
extended as follows, to-wit: 

Freight Train Cars 

(a) Carriers are not required to change the brakes from right to left side 
on steel or steel-underframe cars with platform end sills, or to change the end 
ladders on such cars, except when such appliances are renewed, at which time 
they must be made to comply with the standards prescribed in said order of 

March 13. 1911. 

Note :—Cars built since July 1st, 1911 must be standard. 

(d) Carriers are not required to make changes to secure additional end-lad¬ 
der clearance on cars that have 10 or more inches end-ladder clearance, within 
30 inches of side of car, until car is shopped for work amounting to practically 
rebuilding body of car. at which time they must be made to comply with the 
standards prescribed in said order. 

Note :—Cars built since July 1st, 1911 must be standard. 

(g) Carriers are not required to change the location of handholds (except 
end handholds under end sills), ladders, sill steps, brake wheels, and brake 


42 


staffs on freight-train cars where the appliances are within 3 inches of the re¬ 
quired location, except that when cars undergo regular repairs they must then be 
made to comply with the standards prescribed in said order. 

Note :—Cars built since July 1st, 1911 must be standard. 

(Other paragraphs of this section of the order have lapsed, and are therefore 
omitted). 

(The above sub-para, is published for information only. It quotes the official 
wording used, and represents the usual formalities necessary in commection with 
the drawing up and publishing of an Order.) 

Sub-Para. (VI) MASTER CAR BUILDERS’ ASSOCIATION CIRCULAR 

Under the Safety Appliance Act, provision is made for the application of 
Safety appliances to freight cars under two plans, one for cars built prior to 
July 1, 1911, and one for cars built on or after July 1, 1911. 

The stencilling of cars was adopted by the Master Car Builders’ Association for 
the convenience of the inspectors. In its report to the convention of 1911 (see 
pages 251 and 252, Proceedings, 1911), the Comntittee on Safety Appliances rec¬ 
ommended the adoption of designating marks for cars equipped with the United 
States Safety Appliances, Standard, in the following language: 

“The Interstate Commerce Commission’s order prescribed that all cars 
built on or after July 1. 1911, shall be equipped with the United States Safety 
Appliance Standards, and whereas there are various exceptions in the case of 
equipment built prior to July 1, 1911, it will be necessary to have two designa¬ 
ting marks, that a car may readily show whether it comes under the rules for 
equipment built on or after July 1, 1911, or under the rules for equipment 
built prior to July 1, 1911. 

“The Committee recommends the following designating marks for cars built 
on or after July 1, 1911: 

UNITED STATES 
SAFETY APPLIANCES, 

STANDARD. 

“And for cars built prior to July 1, 1911: 

UNITED STATES 
SAFETY APPLIANCES. 

These markings to be used on each side of the car; letters, if stencilled, to be 
not less than 1 inch in height, as per M. C. B. Standards for lettering for freight 
cars, Sheet M. C. B. 27; letters, if on a metal badge plate, to be not less than % 
inch in height and raised not less than ^ inch, and have not less than y s inch 
bar or staff; the arrangement of the words should be as near as possible as 
shown above. 

“A mUtal badge plate 3Ms by 10 inches, with the proper marking, is preferred, 
one plate to be secured on each side of the car by four bolts or rivets if on 
metal cars, and by four bolts or screws if on wooden cars, the bolts, rivets 
or screws to be not less than y 4 inch diameter.” 

In addition to adopting the United States Safety Appliances as a Standard, 
the Association also adopted as standard the above requirements as to marking 
and stencilling cars; therefore, it is of the utmost importance that all cars be so 
marked when properly equipped. 

Note :—A car, meeting all the requirements of the Order of March 13, 1911, 
regardless of date built, should be stencilled “United States Safety Appliances 
Standard,” even tho it be equipped with the so-called “temporary” extended 12*4" 
head coupler. 


43 


Sub-Para. (VII) GENERAL RULES FOR GOOD 

PRACTICE 

1. When engines or ears are undergoing heavy repairs, or parts affected 
are applied as new, it will be the policy of this Company to set all safety ap¬ 
pliances to meet “p re f erre( l” measurements. In many cases minimum and 
preferred clearances or measurements are quoted, in order not to inflict hard¬ 
ships on Companies by compelling undue alteration of equipment, but it is 
safe to assume that at some future date the preferred measurement will be¬ 
come the one necessary by law. To meet this condition and for the sake of 
good practice, preferred specifications will be adopted under the circum¬ 
stances mentioned. 

2. All gauges used, such as for coupler height,, coupler contour, foot¬ 
board height, etc., should be carefully checked to insure accuracy. 

3. The engine inspector will obtain greater efficiency by going over his 
locomotive for safety appliance defects separately, at which time he should 
measure or test each appliance or clearance about which he is in any way 
doubtful. 


4. Engines should be inspected while passing over turn table for height 
of couplers, footboards, sill steps, etc. Turntables are level, but tracks in the 
majority of roundhouses often cannot be depended upon. Dimensions found 
incorrect should be chalk-marked, at time of measuring, in a convenient 
location, such as face of knuckle. 


General Definitions 

The term “Minimum Clearance” as used herein, ap- 
Minimum plies to the entire length of each appliance to which it 

clearance. refers. If the length of any appliance exceeds the pre¬ 

scribed dimensions, such additional length shall conform to the minimum 
clearance requirement. The minimum clearance of any appliance shall not 
be obstructed or its use interfered with by any other appliance or part of car. 


Hand Brake. 


The term “Hand Brake” as used in this Order 
means the entire hand brake apparatus, including the 
foundation and brake rigging. 


The term “efficient Hand Brake” as used in this Order means a hand 
brake by means of which a car can be stopped and held at any required 
point; requirement of an efficient hand brake includes the maintenance in 
operative condition of all hand-brake apparatus, including foundation 
brake rigging. 


If any safety appliance equipment in addition to 
Additional that specified in the Order is applied, such equipment 

Appliances. must be properly maintained. For example, the end 

sill step on a Canadian car, if missing, would not be a defect, inasmuch as 
the law of this country does not require it, but if broken or loose it would be 

a defect. 


44 


“A” and “B” 

End of Cars. 

located at B end. 


The end of car towards which the cylinder push rod 
travels shall be known as B end, and the opposite as A 
end. Handbrake (when only one applied) is usually 


On some cars there are two independent brakes, resulting in a push rod 
traveling towards each end. Under such circumstances there is no means 
of defining A or B end, and it is entirely within the jurisdiction of the 
manufacturer or owner to designate the ends, by marking them, or by 
stencilling the journal boxes. Should such a car be repaired the one handling 
it may stencil one end of the car, and make out the bill for repairs in ac¬ 
cordance with his own marking. 

Facing the B end of car, in their order on right side of car, wheels 
journal boxes and contained parts, shall be known as El, R2, R3, R4, etc., 
and similarly on the left side of car shall be known as LI, L2, L3, L4, etc. 


Sid e or End measur i n g distances for location of Safety Appli- 

- Q ar ances, the “side” or “end” of a car is the outside of that 

1 ’ portion of superstructure which carries the load, i.e., 

outside of end or side planks on gondolas, outside of side or end sheathing 
of box cars, outside of side and end slats of stock cars. 

Bight and Left Side On locomotives, standing at rear of tender or loco- 
of Locomotives. motive, on left is know as Left Side and on right as 

Right Side. 

In referring to Safety Appliances, “right” or “left” 
refers to side of person when facing end or side of car 
from ground. 

Lateral Brace is not required on sill steps of ordinary 
freight cars, whether over 18" in depth or not, but is 
required on tank cars without end sills and passenger cars without end 
platforms, or under side doors of baggage cars. 

“Securely Fast- A sill step fastened to car with only one bolt on 

tt each side would hardly be considered securely fastened, 

ened/ ‘ on account of element of leverage entering into consid¬ 

eration. (There should preferably be two on each side.) 


Safety Appliance 
terms “Right” 
and “Left.” 

Lateral Brace. 


Section I. 

Sub-Para. (VIII) FREIGHT CAR SAFETY APPLIANCE REQUIREMENTS 
Requirements Common to All Freight Cars. (With exceptions as noted) 

[Excerpts of A. R. A. Rules. 

Rule 2 para. A.—Cars (whether loaded or empty) having defects in 
violation of the Safety Appliance Acts should not be offered in in¬ 
terchange. 

Rule 3 para. K —No car will be accepted in interchange unless prop¬ 
erly equipped with United States Safety Appliances or United 
States Safety Appliances Standard. 



45 


[Excerpt of Court Decision: U. S. vs. S. P. 167, Fed. 696. 

A lailroad company is under no obligation to receive from any 
other company cars defective as to Safety Appliances, and when it 
does receive cars from another company at any point it must know 
at its peril that each car so received is equipped with the Safety Ap¬ 
pliances required by law, and that such appliances are in good order 
and condition.”] 


Hand Brakes 


Number. Each car shall be equipped with an efficient hand 

brake which shall operate in harmony with the power 
biake thereon. The hand brake may be of any efficient design, but must 
provide for the same degree of safety as the design shown on Plate A. 

Dimensions The brake shaft shall be not less than 1-1/4" in dia¬ 

meter, of wrought iron or steel without weld. The brake 
wheel may be flat or dished, not less than 15" preferably 16" in diameter, of 
malleable iron, wrought iron or steel. (Figure eight brake wheels are 
not allowed.) The use of a bar instead of a brake wheel is not permitted. 
The use of a ratchet lever instead of a brake wheel is permitted. 


Location. The hand brake shaft shall be in such a position that 

it can be safely operated while car is in motion. The 
brake shall be located according to the specification for each type of car. 
(Box and other house cars not less than 17" nor more than 22" to the left of 
center line of car; fixed end gondolas not more than 22" to the left of center 
line of car; drop end gondolas on end of car to the left of center line; flat 


cars on end of car to left of center line or on side of car not more than 
36" from right end thereof.) 

Manner nf There shall be not less than 4" radial clearance 

Annlication around rim of brake wheel. Outside edge of brake wheel 

shall be not less than 4" from a vertical plane parallel 
with end of car and passing through the inside face of knuckle when closed, 
with coupler horn against the buffer block or end sill. If brake ratchet- 
wheel is more than 36" from brake wheel, a brake shaft support shall be pro¬ 
vided to support this extended upper portion of brake shaft; (This support 
may be ommitted on high side gondola and hopper cars with drop ends, if 
necessary.) Said brake shaft support shall be fastened with not less than 
%" bolts or rivets. This support should not have a cutting edge, but pre¬ 


ferably shall have an actual vertical bearing surface of at least —prefera¬ 
bly more. The bottom brake shaft support—when used—should have an 
actual vertical bearing surface of at least %"—preferably more. (See 
Plate A) A brake shaft step shall support the lower end of brake shaft. 
A brake shaft step which will permit the brake chain to drop under the 
brake shaft shall not be used. U-shaped form of brake shaft step is pre¬ 
ferred, and this brake shaft step should be quite free from any appliances 
whatever, such as retainer pipes, grab irons, etc. (See Plate A) Brake 
shaft shall be arranged with a square fit at its upper end to secure the hand 
brake wheel; said square fit shall be not less than % of an inch at its smal¬ 
lest point. Square fit taper, not less than 2 in 12 inches. (See Plate A). 


46 


B-Take chain shall be of not less than %, preferably inch, wrought iron 
or steel, with a link on the brake rod end of not less than j\. preferably y 2 
inch wrought iron or steel, and shall be secured to brake shaft drum by not 
less than y 2 inch hexagon or square headed bolt. (Rectangular head of 
not less than y 2 " width is permissible) Eye bolts or round headed bolts 
are not permitted. Nut on said bolt shall be secured by riveting end of 
bolt over nut. (See Plate A) Lower end of brake shaft shall be pro¬ 
vided with a trunnion of not less than %, preferably 1 inch in diameter 
extending through brake shaft step and held in operating position by a 
suitable cotter or ring. (Ring is preferred.) (See Plate A.) Brake shaft 
drum shall be not less than l~y 2 inches in diameter. (A sleeve is not per¬ 
mitted to be used for the purpose of securing the l-^" diameter required). 
(See Plate A). Brake ratchet wheel shall be secured to brake shaft by a 
key or square fit, said square fit shall be not less than 1- T % inches square. 
When ratchet wheel with square fit is used (this type preferred) provision 
shall be made to prevent ratchet-wheel from rising on shaft to disengage 
brake pawl. (See Plate A) Brake ratchet wheel shall be not less than 
5-y±, preferably 5-^2 inches in diameter and shall have not less than 14, 
preferably 16 teeth. (See Plate A) The hub of brake ratchet wheel 
preferably should be not less than 2" in depth. (See Plate A). The 
brake pawl shall be pivoted upon a bolt (nut preferably at top) or rivet 
not less than % of an inch in diameter, or upon a trunnion secured by not 
less than y 2 inch bolt or rivet, and there shall be a rigid metal connection 
between brake shaft and pivot of pawl. (Metal end sill or metal brake 
step board will fill requirement of rigid metal connection, provided there 
is no slack.) Brake wheel shall be held in position on brake shaft by a nut 
on a threaded extended end of brake shaft; said threaded portion shall be 
not less than % of an inch in diameter; said nut shall be secured by riveting 
over or by the use of a lock nut or suitable cotter. (Rivetting over without 
the use of a nut, or the use of a washer only, is not permitted.) Brake 
wheel shall be arranged with a square fit for brake shaft in hub of said 
wheel; taper of said fit, not less than 2 in 12 inches (See Plate A.). 

Note (i ) Short brake staffs are permitted on logging flats, provided 4" 
brake wheel clearance is maintained. 

Note ( ii) Brake wheels with offsets for convenience, may be used, even 
though they are neither flat nor dished. 

Note (Hi) In measuring to decide whether a brake staff requires a top sup¬ 
port, height is measured from top of ratchet wheel to bottom of brake wheel. 

Note ( iv) Handbrakes are defective when they cannot be operated while 
car is in motion. This includes drop or folding type brake shaft when in a lay- 
down or dropped position, but not ratchet lever. 

Note (v) Brake staffs, equipped with mesh gears for operating brakedrum 
or foundation brake rigging, are permissible, if the same degree of safety and 
efficiency is obtained. 

Foundation Brake Rigging 

Brake beams will be'applied in accordance with A. R. A. standards, but 
outside-hung brake beams from body of car must be provided with two 
guides or finger guards, securely fastened to beam, and should have not more 
than 1 y 2 " (preferably 1") clearance between guard or guide, and back of 
flange of wheel. Hand-brake rod must have loop of brake chain end turned 


47 


upward so chain will not tall off, and where chains are on both ends of rod 
both loops must be closed. 


Brake Step 

If brake step is used, it shall be not less than 28" in length. Inside edge 
should be 1" from face of car, and outside edge shall be not less than 8" 
from face of car and not less than 4" from a vertical plane parallel with end 
of car passing through the inside face of knuckle when closed with coupler 
horn against the buffer block or end sill. 


Brake step shall be supported by not less than two 
metal braces having a minimum cross sectional area of 
%" by or equivalent, which shall be securely fas¬ 

tened to body of car with not less than y 2 ' bolts or rivets. Triangular 
braces are preferred. 


Manner of 
Application. 


Sill Steps 

(See tank car specifications for sill steps.) 

Number —•. Four. 

Dimensions. Minimum cross-sectional area, if flat %" by V/ 2 ", or 

if round 1", of wrought iron or steel. Should round 
iron or steel be used the flattened portion by which it is fixed to car must 
be at least y 2 " thick, with enough width to obtain minimum cross-sectional 
area (=}i sq. in.). Minimum length of tread, 10", preferably 12". Mini¬ 
mum clear depth, 8". Minimum horizontal clearance preferably 5", meas¬ 
ured from outside edge of sill step towards longtitudinal center line of car, 
for full length and minimum clear depth; if more than one tread is used 
the same clearance requirements shall apply to each tread. 


Location 


One near each end on each side of car under side 
ladders and side handholds, preferably located so that 
tread of sill step shall not project beyond vertical lines passing thru ends of 
ladder treads or handholds. In no case must center of tread of sill step ex¬ 
ceed 18" from end of car. (In case of platform end sill cars, measure from 
end of car body proper.) Outside edge of tread of step shall be not more 
than 4" inside face of side of car, preferably flush with side of car. Tread 
shall be not more than 24", preferably not more than 19" above the top of 
rail. 

, Sill steps under ladders exceeding 21" in depth shall 

annei oj have an additional tread. Additional treads not re- 

Apphcation quired except under ladders. Sill steps shall be secure¬ 

ly fastened with not less than V 2 r bolts, with nuts outside (when possible) 
and riveted over, or with not less than %" rivets. 

Note ( i ) When applying , sill steps should be made of not less than y 2 " inch 
flat iron, on account of strain being against thickness. (Oars are not to be bad 
ordered or refused in interchange if %" x 2" steps exist.) 

Note ( ii ) There is no minimum height above rail for sill steps, but they should 
never be set lower than 17". 


48 


Number 


Side Handholds 

(Applicable to all cars excepting flats and tank cars) 

(For cabooses, see Caboose Specifications.) 

Four or more (Tread of side ladder is a side hand¬ 
hold.) 


Minimum diameter, %", wrought iron or steel. 
Dimensions Minimum clear length, 16", preferably 24". Maxi¬ 

mum length preferably not more than 36". Minimum clearance, 2", pre¬ 
ferably 2%". 

Horizontal; One near each end on each side of car. 
Not less than 24", nor more than 30" above center line 
of coupler, except as provided above, where tread of ladder is a handhold. 
If an additional handhold is applied over sill step on left end of side of 
car, it should (preferably) be not less than 42" nor more than 48" above 
center line of coupler. Clearance of outer end of handhold shall be not 
more than 8" from end of car. 


Location 


Manner of Securely fastened with not less than %" bolts, with 

Application nuts outside (when possible) and riveted over, or with 

not less than %" rivets. 


Note ( i ) If a car is of such construction that sides are less than 24" above 
center line of coupler, but more than 12", the horizontal hand holds must be 
placed as near to top as possible, but not projecting above top. 

Note ( ii ) If a car is temporarily built up on sides and ends, in order to carry 
a special load, side handholds must be provided as if the car were permanently 
of the extra height. 


Number 
Location 
Manner of 
Application 


Couplers 

Two. 

One on each end of car. 

Each car shall be equipped wifh couplers coupling 
automatically by impact, and which can be coupled and 
uncoupled, without the necessity of men going between 


the ends of the cars. Each coupler shall be attached to car in a safe and 
secure manner. 

Height of Prescribed standard height of drawbars: Standard 

Couplers • gauge railroads, maximum 341 / 2 , minimum 31% inches; 

narrow gauge railroads, maximum 26, minimum 23 
inches; 2' gauge railroads, maximum 17%, mimimum 14% inches; 
measured from level of tops of rail to center line of coupler. 

Note (i) In case of couplers with offset heads, measure from center of 
coupler head. (This is preferable point of measurement with all couplers.) 


Uncoupling Levers 

(Note remarks under Tank Cars without end sills). 

Number. Two, which may be either single or double, Uncoup¬ 

ling lever may be of any design which affords the same 
degree of safety, efficiency, and facility of operation as the design shown 
on Plate B. 


49 


Dimensions Handles of all uncoupling levers, except those with 

rotating levers, (as shown on Plate B) shall be not more 
than 6" from sides of car. Uncoupling levers of rotating type, as shown 
on plate B, shall conform to the following prescribed limits: Handles shall 
be not more than 12", preferably 9" from sides of cars. Center lift arms 
of top lift type shall be not less than 7" long, measured from center of 
rotating rod to center of eye. Center of eye at end of center lift arm shall 
be not more than 3 1 /2 // beyond center of eye of uncoupling pin of coupler 
when horn of coupler is against the buffer block or end sill. (See Plate B.) 
Ends of handles shall extend not less than 4" below bottom of end sill, or 
shall be so constructed as to give a minimum clearance of 2" around handle 
for at least 4" at its gripping end. Minimum drop of handles, shall be 12", 
maximum 15" over all (measured from top of rotating member). (See 
Plate B.) Handles of uncoupling levers of the “rocking” or “push down” 
type shall be not less than 18" from top of rail when lock-block has released 
knuckle, and a suitable stop shall be provided to prevent inside arm from 
flying up in case of breakage. A lever of this type shall be so applied as to 
provide a minimum clearance of 2" around handle for at least 4" (pre¬ 
ferably 6") from end of handle. A side pull uncoupling lever requires a 
gripping area of 4" (minimum) only, and where levers with long handles 
have been applied they must be cut off, as they represent a waste of material 
and serve no useful purpose. In cutting these off our standard length to cut 
them is 5" from under side of main rod. Uncoupling levers may be 
made of any shaped material, round, hexagon, etc. 

Location One on eac ^ enc ^ car - Wh en single lever is used, 

it shall be placed on left side of end of car. 

Manner of When uncoupling lever castings are renewed or ap- 

Application plied, they shall be fastened with bolts. The A. K. A. 

rules require that cars built on and after January 1st, 
1919 must be equipped with direct connection from uncoupling lever to 
lock lift without the use of links, clevises, clevis pins, or chains. 

Note :—Uncoupling lever handles should not lay over end sill handholds, even 
with clearance from same, as this obstructs the use of the hand hold. 

End Ladder Clearance 

(Applicable to all cars excepting flat cars). 

Ho part of car above end sills within 30" from side of car, except 
buffer block, brake shaft, brake wheel, brake step, running board or un¬ 
coupling lever shall extend to within 12" of a vertical place parallel with 
end of car and passing through inside face of knuckle when closed with 
coupler horn against buffer block or end sill, and no part of end of car or 
fixtures on same above end sills, other than exceptions herein noted, shall 
extend beyond outer face of buffer block. 

Note ( i ) On cars built prior to July 1st, 1911, no change need be made to se¬ 
cure additional end ladder clearance (provided 10" clearance exists) excepting 
when car is rebuilt. 

Note (ii) Brake step is excepted from interfering with end ladder clearance, 
providing it is placed in such a position on car as not to foul the end ladder. 

Note (in) The proper method of ascertaining end ladder clearance on a car 
is 


50 


(a) Measure distance from inside face of knuckle when closed, to back of 
born of coupler, ascertaining whether it be 912", or 12*4" head. 

(b) Measure distance from end sheathing to face of buffer block. 

(c) Measure distance from end sheathing to outside edge of ladder tread. 

Add (a) plus (&) subtract (c). The result is end ladder clearance, provided 

no obstructions other than those excepted exist. If there are any, they will be 
further deducted. When end brace rods are used, measure 30" from side of car 
on rod and take distance it is from end sheathing at this point, for figure (c). 


Horizontal End Handholds 

(Applicable to all cars excepting flat cars, drop end gondolas and tank 
cars,) but end sill grab irons are required on these cars also. 

Number Eight or more. Four or more on each end of car. 

(Tread of end ladder is an end handhold). 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". A hand¬ 
hold 14" in length may be used where it is impossible to use 16" in length. 
Minimum clearance, 2", preferably 2%". 

Location One near each side on each end of car, not less then 

24" nor more than 30" above center line of coupler, 
except as provided above, when tread of end ladder is an end handhold. 
Clearance of outer end of handhold shall be not more than 8" from side 
of car. One near each side of each end of car on face of end sill or sheath¬ 
ing over endsill, projecting outward or downward. Clearance of outer end 
of handhold shall be not more than 16" from side of car. On each end of 
car with platform end sills 6" or more in width, measured from end of car 
and extending entirely across end of car, or 6" or more in width at longi¬ 
tudinal centerline of car and tapered to not less than 4" in width at side of 
oar, there shall be one additional end handhold not less than 24" in length, 
located near center of car, not less than 30" nor more than 60" above 
platform end sill. 

Manner of Securely fastened with not less than y 2 " bolts with 

Application nuts outside when possible and riveted over, or with 

not less than rivets. 

Note ( i ) Bottom 'tread of end ladder may be used as end sill grab, provided 

it is not more than 8" from side of car, and has required offset. 

Note ( U ) End sill handholds must not be applied to top of top flange or 
bottom of bottom flange of end sill channels. The “face” of end sill channels 
constitutes the vertical section and the inside of flanges only. 

Note(iii) Tread of end ladder is an end handhold and does not have to be 
within the prescribed 24" and 30" limit above center line of coupler. 

Note ( iv ) If a car is of such construction that sides are less than 24" above 
center line of coupler, but more than 12", the horizontal handholds must be 
placed as near to top as possible, but not projecting above top. 

Vertical End Handholds 

(Applicable to all cars with 6" end sill platforms, excepting drop end gate 
gondolas and Low side Gondolas). 


51 


dumber Two on platform end sill car, as above described. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 18", preferably 24". Minimum 
clearance, 2", preferably 2y 2 ". 


Location 

handhold shall 
of coupler. 


One on each end of car opposite ladder, not more 
than 8" from side of car; clearance of bottom end of 
be not less than 24" nor more than 30" above center line 


Manner of Securely fastened with not less than y 2 " bolts with 

Application nuts outside when possible and riveted over, or with 

not less than %" rivets. 


Retaining Valves 

Air-brake pressure retaining valve should be securely fastened to car 
m a vertical position, preferably with bolts, and preferably located so that 
it can be safely operated by a man in the position occupied when operating 
the hand brake. 


Box and Other House Cars 

(See requirements common to all freight cars.) 

Running Boards 

Number One longitudinal running board. On outside metal 

roof cars, two latitudinal extensions. 

Dimensions Longitudinal running board shall be not less than 

18", preferably 20" in width. Latitudinal extensions 
shall be not less than 24" in width. 

Location Full length of car, center of .roof. On outside metal 

roof cars there shall be two latitudinal extensions from 
longitudinal running board to ladder locations, except on refrigerator cars 
where such latitudinal extensions cannot be applied on account of ice hatches. 

Manner of Running board shall be made of wood, continuous 

Application from end to end, not cut, hinged or obstructed at any 

point, and securely fastened with screws or bolts to sad¬ 
dle blocks which shall be securely fastened, preferably bolted, to car; pro¬ 
vided, that the length and width of running board may be made up of a 
number of pieces. (No exceptions are taken to running boards consisting 
of short pieces placed laterally). 

The ends of running board shall be not less than 6" nor more than 10" 
from a vertical plane parallel with end of car and passing through inside 
face of knuckle when closed with coupler horn against buffer block or end 
sill and if more than 4" from edge of roof of car, shall be securely sup¬ 
ported their full width by substantial metal braces. (No size specified but 
preferably %"xl : 5/2). 

Latitudinal extension of running board, when used, shall be made of 
wood and securely fastened with screws or bolts to saddle blocks which shall 
be securely fastened, preferably bolted, to car and running boards or saddles. 



52 



Ladders 

Number Four. 

Dimensions Minimum clear length of tread: Side ladders, 16"; 

end ladders, 14". Maximum spacing between treads, 
19". (From top of one tread to top of the other). Spacing of side ladder 
treads shall be uniform within a limit of 2" from top tread to bottom tread. 
Maximum distance from bottom tread of side ladder to top tread of sill 
step, 21". End ladder treads shall be spaced to coincide with treads of side 
ladders, a variation of 2" being allowed. Where construction of car does 
not permit the application of a tread of end ladder to coincide with bottom 
tread of side ladder, bottom tread of end ladder shall coincide with second 
tread from bottom of side ladder. 

Hard wood treads, minimum dimensions, 1%" by 2". Iron or steel 

treads, minimum diameter, %". Minimum clearance of treads, 2", pre¬ 

ferably 2i/ 2 ". 

Location One on each side, not more than 8" from right end 

of car, one on each end, not more than 8" from left 
side of car; measured from inside edge of ladder stile or clearance of treads 
to corner of car. 

Top tread shall be located not less than 12" nor more than 18" from 
roof at eaves. 

Note (i) Oars with swinging end doors must have end ladders which should 
be placed as near as possible to designated location. 

Manner of Metal ladder without stiles shall have foot guard or 

Application upward projection not less than 2" in height as near as 

possible to the inside end of bottom tread. 

When bottom tread of end ladder is so located that it coincides with 
second tread of side ladder, second tread of side ladder should also have 
similar foot guard or upward projection. (Applicable to new cars and cars 
being rebuilt or when these appliances are renewed.) 

The construction of metal ladder, without stiles, with each tread having 
foot guards or upward projections not less than 2" in height near both ends 
is preferred, although not required. Stiles of ladders, projecting 2" or more 
from face of car, serve as foot guards. Ladder shall be securely fastened to 
car. Metal ladder without stiles shall have treads fastened to car with not 
less than y 2 " bolts, with nuts outside when possible and riveted over, or 
with not less than y 2 " rivets. Ladder with stiles shall have stiles fastened 
to car and treads fastened to stiles with not less than %" bolts, with nuts 
outside when possible and riveted over, or with not less than y 2 " rivets; 
provided that any other form of fastening may be used for securing stiles 
to car and ladder treads to stiles if it affords the same degree of safety. 
%" bolts may be used to fasten wooden treads which are gained into stiles. 
(Bottom treads of ladders must have offsets where treads are fastened to 
stiles but are not flush with stile, protruding out as in ordinary application.) 


53 


Roof Handholds 

Number One over each ladder. One right angle handhold 

may take the place of two adjacent roof handholds; pro¬ 
vided dimensions and locations coincide, and an extra leg is securely 
fastened to car at point of angle. 

Minimum diameter, %", wrought iron or steel. 
Minimum clear length 16". Minimum clearance 2", 

On roof of car; One parallel to treads of each 
ladder, not less than 8" nor more than 15" from edge 
of roof, except on refrigerator cars wdiere ice hatches prevent, when loca¬ 
tion may be nearer edge of roof. 

Manner of Securely fastened with not less than y 2 " bolts with 

Application nuts outside when possible and riveted over, or with 

not less than y 2 " rivets. Roof handhold shall not be 
fastened to side or end of car. 

Additional Roof Handholds (Preferred only) 

(On refrigerator or ventilator car having ice hatch, hood or other sim¬ 
ilar arrangement located on top of car above ladders, the top of which is 
10" or more above roof). 

Number One over each ladder. One .right angle handhold 

may take the place of two adjacent roof handholds, pro¬ 
vided dimensions and locations coincide, and an extra leg is securely fas¬ 
tened at point of angle. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 12". Minimum clearance 2", 

preferably 2 1 /2 // - 

Location On hatch, hood, or other similar arrangement; one 

parallel to treads of each ladder, not more than 6" from 
outside edge of hatch, hood, or other similar arrangement. 

Manner of Securely fastened with not less than %" bolts with 

Application nuts outside when possible and riveted over, or with 

not less than y 2 " rivets. Said hatch, hood or other 
similar arrangement on which roof handholds are located shall be securely 

fastened whether open or closed. 

Hopper Cars and High Side Gondolas with Fixed Ends 

(See requirements common to all freight cars). 

Handbrakes 

In accordance with specification for all freight cars, excepting that 
hand-brake staff will be located on the end of car, and to the left of, not 
more than 22" from center, (no minimum). 

Ladders 

Same as box and other house cars, excepting that top ladder tread shall 
be located not more than 4" from top of car. 

Drop-End Hi gh-Side Gondola Cars 

(See requirements common to all freight cars). 


Dimensions 
preferably 2 y 2 ". 
Location 






.54 


Handbrakes 

Same as specified for all Freight cars, excepting that brake shaft must 
be located on end of car, to left of center, but no minimum nor maximum 
distance is specified. Where brake wheel and ratchet wheel are more than 
36" apart, the brake shaft support may be omitted, if necessary, because 
of the drop end. 

Ladders 

Same as box and other house cars, excepting that top ladder tread shall 
be located not more than 4" from top of car, and only side ladders are 
necessary. 

Horizontal End Handholds 

Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". A hand¬ 
hold 14" in length may be used where it is impossible to use 16" in length. 
Minimum clearance, 2", preferably 2 1 /2 // . 

Location One near each side of each end of car, on face of end 

sill. Clearance of outer end of hand-hold shall be not 
more than 16" from side of car. 

Manner of Securely fastened with not less than %" bolts with 

Application nuts outside when possible and riveted over, or with 

not less than %" rivets. 

'Note ( i ) End sill handholds must not be applied to top of top flange or bot¬ 
tom of bottom flange of end sill channels. The “face” of end sill channels con¬ 
stitutes the vertical section and the inside of flanges only. 

Fixed-End Low-Side Gondola and Low-Side Hopper Cars 

(See requirements common to all freight cars). 

Handbrakes 

Same as specified for all Freight Cars, excepting that brake shaft must 
be located on end of car, to the left of, but not more than 22" from center, 
(no minimum). 

DrOp-End Low-Side Gondola Cars 

(See requirements common to all freight cars). 

Handbrakes 

Same as specified for all Freight Cars, excepting that brake shaft must 
be located on end of car, to left of center, but no minimum or maximum dis¬ 
tance is specified. 

Horizontal End Handholds 
Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". A hand¬ 
hold 14" in length may be used where it is impossible to use 16" in length. 
Minimum clearance, 2", preferably 2A/^'. 

Location One near each side of each end of car, on face of end 

sill. Clearance of outer end of hand-hold shall be not 
more than 16" from side of car. . 




55 


Manner of Securely fastened with not less than %" bolts with 

Application nuts outside when possible and riveted over, or with not 

less than %" rivets. 

Note ( i ) End sill handholds must not be applied to top of top flange or 
bottom of bottom flange of end sill channels. The “face” of end sill channels 
constitutes the vertical section and the inside of flanges only. 

Flat Cars 

(This includes cars with sides or ends 12" or less above floor). 

(See requirements common to all freight cars) 

Handbrakes 

The same as specified for all Freight Cars, excepting that brake staff 
shall be located on end of car to left of center, or on side of car, not more 
than 36" from right hand end thereof. 

Horizontal End Handholds 

Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". A hand¬ 
hold 14" in length may be used where it is impossible to use 16" in length. 
Minimum clearance, 2", preferably 2 y>". 

Location One near each side of each end of car, on face of 

end sill. Clearance of outer end of hand-hold shall be 
not more than 16" from side of car. 

Manner of Securely fastened with not less than y>" bolts with 

Application nuts outside when possible and riveted over, or with not 

less than %" rivets. 

Note ( i ) End sill handholds must not be applied to top of top flange or 
bottom of bottom flange of end sill channels. The “face” of end sill channels con¬ 
stitutes the vertical section and the inside of flanges only. 

Side Handholds 

dumber Four. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". Maximum 
length preferably not more than 36". Minimum clearance, 2", preferably 

*%"• 

Location One on face of each side sill near each end. Clear¬ 

ance of outer end of handhold shall be not more than 

12" from end of car. 

Manner of Securely fastened with not less than %" bolts, with 

Application nuts outside (when possible) and riveted over, or with 

not less than y 2 " rivets. 

Tank Cars with Side Platforms 

(See requirements common to all freight cars). 

Handbrakes 

Same as specified for all Freight Cars, excepting that brake shaft must 




56 


be located on end of car, to left of center, but no minimum nor maximum 
distance is specified. 

Sill Steps 

Number Four. 

Dimensions Minimum cross-sectional area, if flat by 1%", 

or if round 1", of wrought iron or steel. Should round 
iron or steel be used the flattened portion by which it is fixed to car should 
be at least thick, with enough width to obtain minimum cross-sectional 
area (=% sq. in.). Minimum length of tread 10", preferably 12". Minimum 
clear depth, 8". Minimum horizontal clearance preferably 5" measured 
from outside edge of sill step towards longitudinal center line of car, for 
full length and minimum clear depth; if more than one tread is used the 
same clearance requirements shall apply to each tread. 

Location One as near as possible to each end on each side of 

car under side handholds, preferably located so that 
tread of sill step shall not project beyond vertical lines passing thru ends of 
handholds. In no case must center of tread of sill steps exceed 18" from 
end of car, (outside face of end sill). Outside edge of tread of step shall 
be not more than 4" inside of face of side of car, preferably flush with side of 
car. Tread shall be not more than 24", preferably not more than 19" above 
the top of rail. 

Manner of Sill steps shall be securely fastened with not less then 

Application y 2 " bolts, with nuts outside (when possible) and riveted 

over, or with not less than y 2 " rivets. 

Note ( i ) When applying , sill steps should not be made of less than %" thick 
flat iron, on account of strain being against thickness. (Cars are not to be bad 
ordered or refused in interchange if %" x 2" steps exist.) 

Note ( ii ) There is no minimum height above rail for sill steps, but they 
should not be set lower than 17". 

Side Handholds 

Number Four or more. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". Maximum 
length not more than 36". Minimum clearance, 2", preferably 2V2 r/ - 

Location Horizontal: One on face of each side sill near each 

end. Clearance of outer end of handhold shall be not 
more than 12" from end of car. 

If side safety railings are attached to tank or tank bands, four additional 
vertical handholds shall be applied, One over each horizontal handhold and 
sill step, securely fastened to tank side or end, or tank band. 

Manner of Securely fastened with not less than %" bolts. 

Application with nuts outside (when possible) and rivetted over, 

or with not less than y 2 " rivets. 

Same as specified for “Box and other house cars,” provided that hand¬ 
hold may be fastened to suitable lugs or brackets that are rigidly secured 
to tank body. 


57 


Horizontal End Handholds 

Number Four. 

Dimensions • Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". A hand¬ 
hold 14" in length may be used where it is impossible to use 16" in length. 
Minimum clearance, 2", preferably 2 1 /2 // . 

Location Horizontal: One near each side of each end of car 

on face of end sill. Clearance of outer end of handhold 
shall be no more than 16" from side of car. 


Manner of Securely fastened with not less than %" bolts with 

Application nuts outside when possible and riveted over, or with not 

less than %" rivets. 


Number 


Tank Head Handholds 

Two (Not required if safety railing runs around end 
of tank). 


Dimensions Minimum diameter %", wrought iron or steel. 

Minimum clearance 2", preferably 2%". Clear length 
of handholds shall extend to within 6" of outer diameter of tank. 


Location 


Manner of 
Application 


Horizontal: one across each head of tank, not less 
than 30" nor more than 60" above platform. 

Securely fastened with bolts or rivets; handhold may 
be fastened to suitable lugs or brackets that are rigidly 
secured to tank body at side or end. 


Hand Rails 

Number One continuous hand rail around sides and ends of 

tank, securely fastened to tank, lug, bracket, or tank 
bands at ends and sides of tank; or two extending full length of tank at 
sides of car supported by posts. 


Dimensions Minimum diameter, %" preferably %", or equiva¬ 

lent, wrought iron or steel. Minimum clearance be¬ 
tween supports or fastenings, preferably 2 y 2 ". 

Location Full length of tank; at side supported by posts, or 

securely fastened to tank, lugs, brackets, or tank bands, 
not less than 30" nor more than 60" above platform. 

Manner of Securely fastened to tank body, lugs, brackets, tank 

Application bands or posts. 

Dome Step (Preferably) 

On tank car equipped with dome step; such step shall be not less than 
7" in width and 28" in length; preferably length, equal to diameter of 
dome; supported by not less than two metal braces, having minimum cross 
sectional area of %" by li/ 2 " or equivalent, securely fastened. 

There shall be a metal ladder of standard dimensions for a tank car, ex¬ 
tending from running board to side handrail or dome step, securely fastened 


58 


at each end. If ladder does not extend above hand rail, handhold of 
standard dimensions for a tank car shall be applied to under face of dome 
step, flush with outer edge thereof. 

A suitable metal handhold shall be applied to dome over step. Hand¬ 
hold shall be securely fastened. 

Tank Cars without Side Sills and Tank Cars with Short Side Sill and 

End Platforms 

(See requirements common to all freight cars). 

Handbrakes 

Same as specified for all Freight Cars, excepting that brake shaft must 
be located on end of car, to left of center, but no minimum nor maximum 
distance is specified. 

Running Boards 

One continuous running board around sides and 
ends or two extending full length of tank, one on each 

Minimum width on side 10". Minimum width on 
ends 6", preferably 10". Minimum thickness, 1*4". 

Continuous around sides and ends of cars. On tank 
cars having end platforms extending to bolsters, run¬ 
ning board shall extend from center to center of bolsters, one on each side. 
Side running board applied below center line of tank shall be placed pre¬ 
ferably on level with end sills or floor line of car. 

Side running board applied below center line of tank shall extend not 
less than 7" beyond buldge of tank. Running board at end of car, ap¬ 
plied above center line of tank preferably for a distance of 18" on each side 
of longitudinal center line of car, shall be not less than 6" nor more than 
10" from a vertical plane perpendicular to longitudinal center line of car and 
passing through inside of knuckle when closed with coupler horn against 
buffer block, end sill or back stop. 

Manner of Securely fastened to tank, lugs, brackets, tankbands 

Application or tank frame, and preferably supported to prevent 

sagging; where running board is spliced, joint shall 
be flush and both ends supported. 

Sill Steps 

Number Four. 

Dimensions Minimum cross-sectional area, if flat *4" by l 1 /*/'? 

or if round 1", of wrought iron or steel. Should round 
iron or steel be used the flattened portion by which it is fixed to car must 
be at least *4" thick, with enough width to obtain minimum cross-sectional 
area (=% sq. in.). Minimum length of tread, 10", preferably 12". Mini¬ 
mum clear depth, 8". Minimum horizontal clearance 5" measured from 
outside edge of sill step towards longitudinal center line of car, for full 
length and minimum clear depth; if more than one tread is used the same 
clearance requirements shall apply to each tread. 


Number 

side. 

Dimensions 

Location 




59 


Location One near each end on each side under side hand¬ 

hold. Outside edge of tread of step shall be not more 
than 4" inside of side of car, preferably flush with side of car. 


Tread shall be not more than 24", preferably not more than 19" above 
the top of rail. 


Manner of Sill steps exceeding 21" in depth shall have an ad- 

Ap plication ditional tread. Sill steps shall be securely fastened with 

not less than bolts, with nuts outside (when possi¬ 
ble) and riveted over, or with not less than %" rivets. 

Ladders 

(If running boards are so located as to make ladders necessary ). 

Number Two on cars with continuous running boards. Four 

on cars with side running boards. 

Dimensions Minimum clear length of tread 10". Maximum spac¬ 

ing of thread, 19". Hardwood treads, minimum di¬ 
mensions 1%, by 2" Wrought iron or steel treads, minimum diameter, %". 
Minimum clearance 2" preferably 2%". 

Location On cars with continuous running boards, one at 

right end of each side. On cars with side running 
boards, one at each end of each running board. 

Manner of Ladders shall be securely fastened with not less than 

Application bolts or rivets. 


Side Handholds 

Number Four or more. 

Dimensions Minimum diameter %", wrought iron or steel. 

Minimum clear length 16", preferably 24". Minimum 
clearance 2" preferably 2 %". 


Location Horizontal: One on face of each side sill neai each 

end on tank cars with short side sills, or one attached to 
top of running „ oard projecting outward above sill steps or ladders on tank 
cars without side sills. Clearance of outer end of handhold shall be no 
more than 12" from end of car. If side safety railings are attached to 
tank or tank bands four additional vertical handholds shall be applied, one 
as nearly as possible over each sill step and securely fastened to tank or 
tank band. 


Manner of Securely fastened with no less than %" bolts, with 

Application nuts outside (when possible) and riveted over, or with 

not less than y 2 " rivets. 


Horizontal End Handholds 

Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". A hand¬ 
hold 14" in length may be used where it is impossible to use 16" in length. 
Minimum clearance, 2", preferably 2%". 


60 


Location One near each side of each end of car, on face of end 

sill. Clearance of outer end of hand-hold shall be not 
more than 16" from side of car. 


Manner of Securely fastened with not less than bolts with 

Application nuts outside when possible and riveted over, or with not 

less than y 2 " rivets. 


Tank Head Handholds 

(Not required if safety railing runs around end of tank). 
Number Two 

Dimensions Minimum diameter %", wrought iron or steel. 

Minimum clearance 2", preferably i 1 /*" • Clear length 
of handholds shall extend to within 6" of outer diameter of tank, at point 
of application. 

Location Horizontal: one across each head of tank, not less 

than 30" nor more than 60" above platform. 


Manner of 
Application 


Securely fastened with bolts or rivets; hand-hold may 
be fastened to suitable lugs or brackets that are rigidly 
secured to tank body at side or end. 


Number 


Safety Railings 

One around sides and ends of tank or two extending 
full length of tank. 


Dimensions Minimum diameter, %", or equivalent, wrought 

iron or steel. Minimum clearance, between supports 

or fastenings 2%". 


Location Full length of tank, not less than 30" nor more than 

60" above platform or running board. 

Manner of Securely fastened to tank, lugs, brackets, or tank 

Application bands and secured against end shifting. 

Dome Steps (Preferably) 

On tank car equipped with dome step such step shall be not less than 
7" in width and 28" in length; preferable length, equal to diameter of 
dome; supported by not less than two metal braces, having minimum cross 
sectional area of %" by 1 y 2 " or equivalent, securely fastened. 


There shall be a metal ladder of standard dimensions for a tank car, 
extending from running board to side handrail or dome step, securely 
fastened at each end. If ladder does not extend above hand rail, a hand¬ 
hold of standard dimensions for a tank car shall be applied to under face 
of dome step, flush with outer edge thereof. 


A suitable metal hand hold shall be applied to dome over step. Hand¬ 
hold shall be securely fastened. 

Tank Cars without End Sills 

(See requirements common to all freight cars). 



61 


• • Handbrakes 

Same as specified for all freight cars, excepting that brake shaft must be 
located on end of car, to left of center, but no minimum nor maximum dis¬ 
tance is specified. 

Running; Boards 

Number One 

Dimensions Minimum width on side 10". Minimum width on 

ends, 6", preferably 10". Minimum thickness, pref¬ 
erably I 1 /**". 

Location Continuous around sides and ends of tank, pref¬ 

erably below center line of bulge of tank. 


Running board applied below center line of bulge of tank shall be 
placed preferably on level with floor line of car. Running board applied 
below center line of tank shall extend not less than 7" beyond bulge of 
tank. Running board at end of car applied above center line of tank, 
for a distance of preferably 18" each side of longitudinal center line 
of car, shall be not less than 6" nor more than 10" from a vertical place 
perpendicular to longitudinal center line of car and passing through i.iside 
face of knuckle when closed with coupler horn against buffer block or 
back stop. 


Manner of 
Application 

ends supported. 

Number 

ments.) 


Securely fastened to tank, lugs, brackets, tank bands, 
or tank frame, and supported to prevent sagging. Where 
running board is spliced, joint shall be flush and both 

Sill Steps 

Four. (If tank has high running boards, making 
ladders necessary, sill steps must meet ladder require- 


Dimensions Minimum cross-sectional area, if flat by 1%", or 

if round 1", of wrought iron or steel. Should round 
iron or steel be used the flattened portion by which it is fixed to car should 
be at least %" thick, with enough width to obtain minimum cross-sectional 
area (=% sq. in.). Minimum length of tread, 10", preferably 12". 
Minimum clear depth, 8". Minimum horizontal clearance preferably 5" 
measured from outside edge of sill step towards longitudinal center line 
of car, for full length and minimum clear depth; if more than one tread is 
used the same clearance requirements shall apply to each tread. 


Location One near each end on each side, flush with outside 

edge of running board as near end of car as practicable. 
Tread not more than 24", preferably not more than 19" above the top of rail. 

Manner of Sill step exceeding 18" in depth shall have an ad- 

Application ditional tread and be laterally braced. Securely fas¬ 

tened with not less than 1 / 2 // bolts with nuts outside 
(when possible) and riveted over, or with not less than y 2 " rivets. 

Ladders 


(If running board is so located as to make ladders necessary). 


62 


Number Two. 

Dimensions Minimum clear length of tread, 10". Maximum 

spacing of treads, 19". Hard wood treads, minimum 
dimensions, 1%" by 2". Wrought iron or steel treads, minimum diameter 
%". Minimum clearance, 2", preferably 2y 2 ". 


Location 
Manner of 
Application 


One at right end of each side. 

Securely fastened with not less than y 2 ' bolts or 
rivets. 

Side Handholds 


Number Four. 

Dimensions Minimum diameter, wrought iron or steel. 

Minimum clear length, 16", preferably 24". Maximum 
length preferably not more than 36". Minimum clearance, 2", preferably 

W'. 

Location Horizontal: One near each end on each side of car 

over sill step, on running board, not more than 2" back 
from outside edge of running board, projecting downward or outward. 


Where such side handholds are more than 18" from end of car, an addi¬ 
tional handhold shall be placed near each end on each side, not more than 
30" above center line of coupler. 

Clearance of outer end of handhold shall be not more than 12" from 
end of car. 


If hand rails are on tank, four additional vertical handholds shall be ap¬ 
plied, one over each sill step. 

Manner of Securely fastened with not less than %" bolts, with 

Application nuts outside (when possible) and riveted over, or with 

not less than y 2 " rivets. 


Horizontal End Handholds 

Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". A hand¬ 
hold 14" in length may be used where it is impossible to use 16" in length. 
Minimum clearance, 2", preferably 2y 2 ". 

Location Horizontal: One near each side on each end of car 

on running board, not more than 2" back from edge 
of running board, projecting downward or outward; or on end of tank not 
more than 30" above center line of coupler. 

Manner of Securely fastened with not less than y 2 " bolts with 

Application nuts outside (when possible) and riveted over, or with 

not less than y 2 " rivets. 


Safety Railings 

Number One. 

Dimensions Minimum diameter, %", or equivalent, wrought 

iron or steel. Minimum clearance between supports 

or fastenings, 2 y 2 ". 


« 


63 


Location 

running board. 

Manner of 
Application 

Number 


Safety railings shall be continuous around sides and 
ends of car not less than 30" nor more than 60" above 

Securely fastened to tank, lugs, brackets, or tank 
bands, and secured against end shifting. 

Uncoupling Levers 

Two, which may be either single or double. 


Uncoupling lever may be of any design which affords the same degree 
of safety, efficiency, and facility of operation as the design shown on Plate B. 


Dimensions Uncoupling levers shall preferably be not less than 

42" in length, measured from center line of car to handle 
of lever. Top lift uncoupling levers as shown on plate B, shall conform to 
the following prescribed limits: Handles shall be not more than 12", pref¬ 
erably 9" from sides of cars. Center lift arms shall be not less than 7" long, 
measured from center of rotating rod to center of eye. Center of eye at 
end of center lift arm shall be not more than 3%" beyond center of eye 
of uncoupling pin of coupler when horn of coupler is against the buffer 
block. (See Plate B). Ends of handles shall extend not less than 4" 
below bottom of end sill, or shall be so constructed as to give a minimum 
clearance of 2" around handle for at least 4" at its gripping end. Mini¬ 
mum drop of handles, shall be 12", maximum 15" over all. (See Plate B). 
Handles of uncoupling levers of the “rocking” or push down” type shall be 
not less than 18" from top of rail when lock-block has released knuckle, and 
a suitable stop shall be provided to prevent inside arm from flying up in 
case of breakage. A lever of this type shall be so applied as to provide a 
minimum clearance of 2" around handle for preferably 6" from end of 
handle. A side pull uncoupling lever requires a gripping area of 4" (min¬ 
imum) only, and where levers with long handles have been applied they 
must be cut off, as they represent a waste of material and serve no useful pur¬ 
pose. In cutting these off our standard length to cut them to is 5". 


Location One on each end of car. When single lever is used, 

it shall be placed on left side of end of car. Uncoupling 
lever shall be not more than 30" above center line of coupler. 

Manner of When uncoupling lever castings and keepers are re- 

Application newed or applied, they shall not be fastened with lag 

screws. Cars built on and after January 1st, 1919 
must be equipped with direct connection from uncoupling lever to lock lift 
without the use of links, clevises, clevis pins, or chains (A. R. A. require¬ 
ment). 

End Ladder Clearance 

No part of car above buffer block within 30" from side of car, except 
brake shaft, brake shaft brackets, brake wheel or uncoupling lever shall 
extend to within 12" of a vertical plane parallel with end of car and passing 
through inside face of knuckle when closed with coupler horn against 
buffer block or back stop, and no part of end of car or fixtures on same, 


» 


64 

above buffer block, other then exceptions herein noted shall extend beyond 
face of buffer block. 

Dome Step (Preferably) 

On tank car equipped with dome step, such step shall be not less than 
7" in width and 28" in length, preferable length, equal to diameter of dome; 
supported by not less than two metal braces, having minimum cross sec¬ 
tional area of %" by 1.3/2." or equivalent, securely fastened. 

There shall be a metal ladder of standard dimensions for a tank car, 
extending from running board to side handrail or dome step, securely 
fastened at each end. If ladder does not extend above hand rail, a hand¬ 
hold of standard dimensions for a tank car shall be applied to under face 
of dome step, flush with outer edge thereof. 

A suitable metal handhold shall be applied to dome over step. Hand¬ 
hold shall be securely fastened. 

Caboose Cars with Platforms 

(See requirements common to all freight cars). 

Handbrakes 

Same as specified for all freight cars, excepting that brake shaft must 
be located on platform, to left of center, but no minimum nor maximum 
distance is specified. 

Running Boards 

Number One longitudinal running board. On outside metal 

roof cars, two latitudinal extensions. 

Dimensions Longitudinal running board shall be not less than 

18", preferably 20" in width. Latitudinal extensions 
shall be not less than 24" in width. 

Location Full length of car, center of roof, (on caboose car 

with cupola, longitudinal running boards shall extend 
from cupola.) Outside metal roof car shall have latitudinal extensions 
leading to ladder locations. 

Manner of Running board shall be made of wood, continuous 

Application from end to end, not cut, hinged or obstructed at any 

point, and securely fastened with screws or bolts to 
saddle blocks which shall be securely fastened to car; provided, that the 
length and width of running board may be made up of a number of pieces. 

The ends of running board shall be not less than 6" nor more than 10" 
from a vertical plane parallel with end of car and passing through inside 
face of knuckle when closed with coupler horn against buffer block or end 
sill and if more than 4" from edge of roof of car, shall be securely supported 
their full width by substantial metal braces. 

Latitudinal extension of running board, when used, shall be made of 
wood and securely fastened with screws or bolts to saddle blocks or 
brackets which shall be securely fastened to car. If roof hand hold is 
secured to section of latitudinal extension of running board, that section of 



65 


latitudinal extension shall be securely fastened, preferably bolted to saddle 
blocks, brackets, or running board. 

Ladders 

Number Two. 

Dimensions (Any changes necessitated from present applications 

to be made when cars undergo heavy repairs, only). 

Minimum clear preferable length of treads 14": maximum spacing be¬ 
tween treads preferably not more than 19" from top of one to top of next 
tread. Spacing of treads should be uniform within a limit of 2" from 
top tread to bottom tread. Treads of iron or steel, %" minimum, with 
clearance of 2" minimum, preferably 2*4". (The standard application 
will be metal stiles extending over roof—minimum extension of which is 12" 
preferably 14"—eliminating necessity for roof handholds. Blue prints 
covering each type of car are available upon application.) 

Location One on each end of car, preferably to right of center. 

Manner of Ladder with stiles shall have stiles fastened to car 

Application and treads fastened to stiles with not less than %" 

bolts, with nuts outside when possible and riveted over, 
or with not less than rivets; provided that any other form of fastening 
may be used for securing stiles to car and ladder treads to stiles if it affords 
the same degree of safety. 

Roof Handholds 

One over each ladder. Where stiles of ladders ex¬ 
tend 12" or more above roof, no other roof handholds 

i . • 1 

- - ;j : '• 

Minimum diameter, %", wrought iron or steel. 
Minimum clear length 16". Minimum clearance 2", 

On roof of caboose, in line with and parallel to treads 
of ladder, not less than 8" nor more than 15" from 

Securely fastened with not less than *4" bolts with 
nuts outside when possible and riveted over, or with 
not less than y 2 " rivets. Roof handhold shall not be 
fastened to side or end of car. 

Cupola Handholds 

One or more. 

Minimum diameter, %", wrought iron or steel. 
Minimum clearance between supports or fastenings, 2" 

One continuous handhold extending around top of 
cupola not more than 3" from edge of cupola roof. Four 
right angle handholds, one at each corner, not less than 16" in clear length 
from point of angle, may take the place of the continuous handhold, if 
locations coincide. 


Number 

Dimensions 

preferably 2 1 / 2 // • 
Location 


Number 

are required. 
Dimensions 

preferably 2*4". 
Location 

edge of roof. 

Manner of 
Application 


66 


Manner of Securely fastened with not less than %" bolts with 

Application nuts outside (when possible) and riveted over, or with 

not less than %" rivets. 


Side Handholds 

Number Four 

Dimensions Minimum diameter, %", preferably %" wrought 

iron or steel. Minimum clear length 36". Minimum 
clearance 2", preferably 2 1 / 2 / . 


Location One near each end on each side of car, curving down¬ 

ward toward center of car from a point not less than 30" 
above platform to a point not more than 8" from bottom of car. Top end 
of handhold shall be not more than 8" from outside face of end sheathing. 

Manner of Securely fastened with not less than y 2 r bolts, with 

Application nuts outside (when possible) and riveted over, or with 

not less than y 2 " rivets. 

Note (i) Curved handholds on sides of cabooses must have a clear length of 
36". If studs are used in applying they must be fastened to lower side of such 
handholds and project downward so that there are two inches between hand¬ 
hold and side of caboose. Clearance of top end must be at least 30" above level 
of platform. 

Horizontal End Handholds 

Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". A hand¬ 
hold 14" in length may be used where it is impossible to use one 16" in 
length. Minimum clearance, 2", preferably 2y 2 ". 


Location Horizontal: One near each side of each end of car 

on face of platform end sill. Clearance of outer end of 
handhold shall be not more than 16" from end of platform end sill. 


Manner of Securely fastened with not less than y 2 " bolts with 

Application nuts outside (when possible) and riveted over, or with 

not less than y 2 " rivets. 

Note (i) Eud sill handholds must not he applied to top of top flange or 
bottom of bottom flange of end sill channels. The “face” of end sill channels 
constitutes the vertical section and the inside of flanges only. 


End Platform Handholds 


Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clearance between supports or fastenings, 
2", preferably 2y 2 ". 


Location 


One right angle handhold on each side of each end 
extending horizontally from doorpost to corner of car 
at approximate height of platform rail, then downward to within 12" of 
bottom of car. 


Manner of Securely fastened with bolts, screws or rivets. 

Application 

Note ( i ) Inspectors will pass cars with end platform handholds applied with 
screws, provided they are secure, but under no circumstances are screws to be 
used when renewing or applying on repair tracks. 


67 


Caboose Platform Steps 

Number Four box steps. 

Dimensions Minimum length of tread, 12", preferably full width 

of caboose platform. Minimum width of tread 6", 
Minimum clear depth 6", preferably 8". 

Location One at each corner of caboose. Bottom tread of 

step shall be not more than 24", preferably not more 
than 19", above top of rail. 


Manner of Securely fastened, preferably with y 2 " bolts or 

Application rivets. 


Platform Handrails (Preferably) 

Number Two. 

Dimensions Vertical sections shall be not less than 1" in diame¬ 

ter ; horizontal sections, cross sectional area not less 
than y 2 " by IV 2 ", or equivalent, wrought iron or steel. 


Location One at outer end of each platform continuous from 

end to end of platform end sill, provided, that horizontal 
section may have an opening of not more than 24", which shall be provided 
with a suitable chain or guard, detachable at one end. 


Top of rail shall be not less than 30" from top face of platform end sill, 
supported by preferably six vertical posts and securely fastened thereto. 


Manner of Vertical supports shall be securely fastened to plat- 

Application form end sill by bolts or rivets. 

Note ( i) Changes involved from existing design, to he made only when ca¬ 
booses are being built or rebuilt. 

Caboose Cars without Platforms 

(See requirements common to all freight cars). 

Handbrakes 

Same as specified for all Freight cars, excepting that brake shaft must 
be located on end of car, to left of center, but no minimum nor maximum 
distance is specified. 

Running Boards 

Number One longitudinal running board. On outside metal 

roof cars, two latitudinal extensions. 

Dimensions Longitudinal running board shall be not less than 

18", preferably 20", in width. Latitudinal extensions 
shall be not less than 24" in width. 

Location Full length of car, center of roof. (On caboose 

cars with cupolas, longitudinal, running boards shall 
extend from cupola.) Outside metal roof car shall have latitudinal ex¬ 
tensions leading to ladder locations. 



68 


Manner of Running board shall be made of wood, continuous 

Application from end to end, not cut, hinged or obstructed at any 

point, (excepting cupola) and securely fastened with 
screws or bolts to saddle blocks which shall be securely fastened, preferably 
bolted to car; provided, that the length and width of running board may be 
made up of a number of pieces. 

The ends of running board shall be not less than 6" nor more than 10" 
from a vertical plane parallel with end of car and passing through inside 
face of knuckle when closed with coupler horn against buffer block or end 
sill and if more than 4" from edge of roof of car, shall be securely'Sup¬ 
ported their full width by substantial metal braces. 

Latitudinal extension of running board, when used, shall be made of 
wood and securely fastened with screws or bolts to saddle blocks or brackets 
which shall be securely fastened to car. If roof hand hold is secured to 
section of latitudinal extension of running board, that section of latitudinal 
extension shall be securely fastened to saddle blocks, brackets, or running 
board. 

Side Door Steps 

Number Two (if caboose has side doors). 

Dimensions Minimum length 5 feet. Minimum width 6". Mini¬ 

mum thickness of tread, l^". Minimum height of 
back stop 3", preferably 6". 


Location 

of rail. 


One under each side door, with top of tread not 
more than 24", preferably not more than 19" above top 


Supported by two iron brackets having a minimum 
Manner of cross-sectional area 7 /g" by 3" or equivalent, each of 

Application which shall be securely fastened to car by not less than 

two %" bolts. 

Ladders 


Number Four. 

Dimensions Minimum clear length of tread: Side ladders, 16"; 

end ladders, 14". Maximum spacing between treads, 
19". (From top of one tread to top of the other). Spacing of side ladder 
treads shall be uniform within a limit of 2" from top tread to bottom tread. 
Maximum distance from bottom tread of side ladder to top tread of sill 
step, 21". End ladder treads shall be spaced to coincide with treads of 
side ladders, a variation of 2" being allowed. Where construction of car 
does not permit the application of a tread of end ladder to coincide with 
bottom tread of side ladder, bottom tread of end ladder shall coincide with 
second tread from bottom of side ladder. 


Hard wood treads, minimum dimensions, l 1 /^" by 2". Iron or steel 
treads, minimum diameter, %". Minimum clearance of treads, 2" pref¬ 
erably 2%". 


Location End 
Ladders 

shall be located 


One on each end of car, not more than 8" from left 
side of car, measured from inside edge of ladder stile or 
clearance of treads, to the corner of car. Top tread 
not less than 12" nor more than 18" from roof at eaves. 


69 


Location Side 
Ladders (on 

cars with end 
doors) 


One on each side of car, not more than 8" from right 
end of car, measured from inside edge of ladder stile or 
clearance of treads to corner of car. Top tread shall 
be located not less than 12" nor more than 18" from 
roof at eaves. 


Location Side 
Ladders (on 

cars with side 
doors) 

Manner of appli¬ 
cation 


One on each side of car, located to the left of and not 
more than 8" from side of doors, measured from inside 
clearance of ladder treads. 

Metal ladder without stiles shall have foot guard or 
upward projection not less than 2" in height as near as 
possible to the inside end of bottom tread. 


When bottom tread of end ladder is so located f Applicable to new 
that it coincides with second tread of side ladder, J cars and cars being 
second tread of side ladder shall also have similar ] rebuilt or these ap- 
foot guard or upward projection. ( pliances .renewed. 

The construction of metal ladder, without stiles with each tread having 
foot guards or upward projections not less than 2" in height near both ends 
is preferred, but not absolutely required. Stiles of ladders, projecting 
2" or more from face of car, serve as foot guards. Ladder shall be securely 
fastened to car. Metal ladder without stiles shall have treads fastened 
to car with not less than %" bolts, with nuts outside when possible and 
riveted over, or with not less than y 2 " rivets. Ladder with stiles shall 
have stiles fastened to car and treads fastened to stiles with not less than 
I/ 2 " bolts, with nuts outside (when possible) and riveted over, or with not 
less than y 2 " rivets; provided than any other form of fastening may be 
used for securing stiles to car and ladder treads to stiles if it affords the 
same degree of safety. %" bolts may be used to fasten wooden treads which 
are gained into stiles. (Bottom treads of ladders must have offsets where 
treads are fastened to stiles but are not flush with stile, protruding out as 
in ordinary application.) 

Roof Handholds 

One over each ladder. Where stiles of ladders ex¬ 
tend 12" or more above roof, no other roof handholds 
are required. 

Minimum diameter, %", wrought iron or steel. 
Minimum clear length 16". Minimum clearance 2", 
preferably 2 y 2 ". 


Number 


Dimensions 



Location On roof of caboose, in line with and parallel to treads 

of ladder, not less than 8" nor more than 15" from 
edge of roof. 


Manner of Securely fastened with not less than y 2 bolts with 

Application nuts outside (when possible) and riveted over, or with 

not less than %" rivets. Roof handhold sha ! l not be 

fastened to side or end of car. 


70 


Cupola Handholds 

Number One or more. 

Dimensions. Minimum diameter, %", wrought iron or steel. Mini- 

imum clearance between supports or fastenings, 2", 
preferably 2%". 

Location One continuous handhold extending around top of 

cupola not more than 3" from edge of cupola roof. Four 
right angle handholds, one at each corner, not less than 16" in clear 
length from point of angle, may take the place of the continuous hand¬ 
hold, if locations coincide. 


Manner of 
Application 


Number 


Securely fastened with not less than y 2 ” bolts with 
nuts outside and riveted over or with not less than y 2 f 
rivets. 

Side Handholds 

Four or more. 


Dimensions Minimum diameter, %", wrought iron or steel. 

Minimum clear length, 16", preferably 24". Maximum 
length preferablv not more than 36". Minimum clearance, 2", preferably 
2 %". 


Location Horizontal: One near each end on each side of car, 

not less than 24" nor more than 30" above center line of 
coupler. If an additional handhold is applied over sill step it shall be not 
less than 42" nor more than 48" above center line of coupler. Clearance 
of outer end of handhold shall he not more than 8" from end of car. 

Manner of Securely fastened with not less than y 2 " bolts, with 

Application nuts outside (when possible) and riveted over, or with 

not less than y 2 " rivets. 


Side Door Handholds 

Number * Four: Two curved, two straight. 

Dimensions Minimum diameter, %", preferably %" wrought iron or 

steel. Minimum clearance 2", preferably 2 1 /2 ,/ - 

Location One curved handhold shall be located at side of each 

door opposite ladder, extending from a point not less 
than 36" above bottom of car, curving away from door downward to a 
point not more than 6" above bottom of car. 


One vertical handhold shall be located at ladder side of each door, ex¬ 
tending from a point not less than 36" above bottom of car to a point not 
more than 6" above level of bottom of door. 


Manner of 
Application 


Number 


Securely fastened with not less than %" holts with 
nuts outside (when possible) and riveted over, or with 
not less than y 2 " rivets. 

Horizontal End Handholds 

Eight or more. Four or more on each end of car. 
Tread of end ladder is an end handhold.) 


71 


Dimensions . Minimum diameter, %", wrought iron or steel. Min¬ 

imum clear length 16", preferably 24". 

A handhold 14" in length may be used where it is impossible to use'16" 
in length. Minimum clearance 2", preferably 2i/ 2 ". 

Location Lor cars without end doors, without platform end 

sills. One near each side on each end of car, not 
less than 24" nor more than 30" above center line of coupler, except as 
provided above, when tread of end ladder is an end handhold. Clearance 
of outer end of handhold shall be not more than 8" from side of car. One 
near each side of each end of car on face of end sill or sheathing over end 
sill, projecting outward or downward. Clearance of outer end of handhold 
shall he not more than 16" from side of car. 

For cars with end doors, without platform end sills. The same as above. 

For cars with end doors, with platform end sills. The same as above, 

For cars without end doors, with platform end sills. In addition to the 
above on each end of car with platform end sills 6" or more in width, 
measured from end of car and extending entirely across end of car, or 6" 
or more in width at longitudinal center line of car and tapered to not less 
than 4" in width at side of car, there shall be one additional end handhold 
not less than 24" in length, located near center of car, not less than 30" 
nor more than 60 inches above platform end sill. 

Manner of Securely fastened with not less than %" bolts with 

Application nuts outside and riveted over or with not less than 1 /^" 

rivets. 

Vertical End Handholds 

On platform end sill cars on each end of car, with or without end doors, 
there shall be a vertical end handhold as described in “Requirements com¬ 
mon to all freight cars.” 

Special Memoranda On Freight Cars 

1. Cars of construction not covered specifically in the 'foregoing 
sections, relative to handholds, sill steps, ladders, hand brakes, running 
boards, etc., may be considered as of special construction, but shall have 
as nearly as possible, the same complement of handholds, sill steps, ladders, 
handbrakes, running boards, etc., as are required for cars of the nearest 
approximate type. 

2. Locomotives while equipped with snow plows or hangers are to be 
regarded as cars of special construction within the meaning of the order. 

3. Gondola and ballast cars with swinging side doors at ladder loca¬ 
tions may he considered as cars of special construction. 

Ladders and handholds need not be applied to swinging side doors. 

A side vertical handhold shall be placed on corner posts of such cars, 
as nearly as possible over sill step. Handhold must be %" in diameter, 



72 


at least 16" preferably 18" inside clear length, and securely fastened with 
not less than %" bolts with nuts outside and riveted over, or with not less 
than rivets. 

4. High-side gondola and ballast cars with end platform 18" or 
more in length may be considered as cars of special construction. 

Ladders shall be placed on such cars as prescribed for high-side gon¬ 
dola and hopper cars, with sill step under ladder, or as nearly under ladder 
as car construction will permit. Ends and sides of cars to be equipped with 
handholds in the same manner as flat cars. 

5. Automobile cars with swinging end doors come under the heading, 
of cars of special construction, but the end ladders should be placed as nearly 
as possible to designated location. 

6. High-side, drop-bottom ore cars of narrow construction are to be 
regarded as cars of special construction. On such cars offset sill steps may 
be applied where, owing to the construction of car, the standard sill step 
would foul the oil box and prevent the proper opening of the lid. 

7. There is no distinction between passenger and freight cars, and 
handholds must, therefore be placed on the ends of passenger cars and 
cabooses. (Administration ruling No. 67.) 

8. In measuring ladder tread, spacing of top tread shall be taken 
from eave of roof at side of car, whether latitudinal running board is 
used or not. 

9. Air hoses are not to be regarded as fixtures, as that word is used 
in that part of the order relating to “End Ladder Clearance.” 

10. When any train is operated with power or train brakes, not less 
than 85% of the cars of such train shall have their brakes used and operated 
by the engineer of locomotive drawing such train, and all power brake cars 
in every such train which are associated together with the 85 per cent 
shall have their brakes so used and operated . 

11. When inspecting live trains, cars in train yards, and particularly 
cars on repair tracks, care should be exercised to see that no part of car, 
trucks, foundation brake rigging, etc., other than the wheels themselves, 
is less than 2above top of rail. This applies to even cotters and split 
pins, and is an important safety feature, and a requirement of the A. R. A. 
Rules. 

12. Handling of Cliained-up Cars. The following rules governing the 
handling of chained-up cars must be strictly adhered to: 

(a) Cars with defective or missing couplers must not be hauled by 
means of chains in a revenue train or in association with other cars 
that are commercially used, unless they are loaded with perishable 
freight or live stock, and then only to a point where repairs can be made. 


73 


Note (i) The terms “revenue trains” or “cars commercially used” mean 
not oniy loaded cars, but empty cars going to a certain place for loading. 
Note ( ii ) A “point where repairs can be made” is one at which the par¬ 
ticular repairs required on & car can ordinarily be made. 

Note (in) “Perishable” freight is any commodity requiring refrigeration 
by use of either ice, heat, or other agency. 

(b) A chained-up car must not be hauled from one point at which 
repairs can be made, to another; nor past a point at which repairs can 
be made. 

Note : The convenience of the railroad Company, on account of the bad 
order situation, shortage of material, etc., is not sufficient reason for haul¬ 
ing cars with defective safety appliances from one point at which repairs 
can be made, to another. 

(c) A car having a coupler pulled out between stations may be hauled 
to the nearest available repair point on the back end of caboose, with 
good coupler next to caboose, but must not be hauled beyond a point at 
which repairs can be made, in that condition. 

(d) Such a car having coupler pulled out between stations may be 
chained and hauled to the nearest side-track and set out. 

(e) A so-called “bad order pick-up” train, containing no revenue 
cars, may operate between repair points and chain up such cars, bringing 
them to the nearest point at which repairs can be made. Such a “bad 
order pick up” train, however, would be required to have a minimum of 
85% of its air brakes operative. 

(f) The use of chains for additional safety between twin and triple 
loads is permitted, and uncoupling attachments may be disconnected in 
such cases. However, when car becomes empty the chains should be re¬ 
moved and uncoupling attachments must be connected up before the 
cars are again put in service. The use of chains on cars other than those 
mentioned, is prohibited in revenue trains, or in association with cars 
commercially used, and such cases are cause for violation suit to be brought 
by the Government. 

13. On passenger train cars, used in freight or mixed train service, the 
uncoupling attachments shall be so applied that the coupler can be operated 
from left side of car. 

14. The only condition under which a car of the classification calling 
for end ladders could operate -without one, would be if it were quite im¬ 
possible—owing to construction of car—to apply one. 

15. Snowplows may be closed on plow end, and coupler removed. This 
applies to both regular snow plows and plows applied to cars. 

16. A grab fouled by ice, snow, or fallen pieces of coal would not 
be a defect. 

17. It is not permissible to extend handholds beyond corner of cal 
to get required clear length. 



74 


18. To provide for usual inaccuracies of manufacturing and for wear, 
where sizes of metal are specified, a total variation of five (5) per cent 
below size given is permitted. 

19. Where %" grab irons (or any other size) are flattened at ends 
for punching of holes to take bolts, they will not be of original thickness. 
As long as the same cross-sectional area is available, this meets the intent 
of the law. 

20. The Order of the Commission prohibits the welding of brake 
staffs only, but the A. R. A. Association also prohibits the welding of grab 
irons, sill steps, and uncoupling levers. 

21. Stake pockets and other car appliances are secondary to Safety 
Appliances, as far as location is concerned. 

Definitions 

End of Car As used in this order, the term “end of car” means 

the outside surface of end sheathing; when applied to 
flat cars, tank cars with end sills or cars of similar construction, the “end 
of car” is the face of end sill; on tank cars without end sills, it is the 
outside edge of running board; when applied to gondola or hopper cars 
or cars of similar construction, it is a vertical plane passing through end 
face, or extreme point of end face, of the superstructure of car body above 
end sill, excluding outside end posts, reinforcing members or other similar 
projections. 

Side of Car As used in this order, the term “side of car” means 

the outside surface of side sheathing; or if side sill 
projects beyond side sheathing, or if car has no side sheathing, it is a 
vertical plane passing through outside edge of side sill; on tank cars without 
side sills, it is the outside edge of running board. 

Face of End Sill When channel or I beam is used for end-sill, with 

flanges projecting outward, the term “face of end sill” 
includes upper face of bottom flange and lower face of top flange in ad¬ 
dition to vertical face of web. 

Drop End The term “drop-end” as used in describing cars, ap¬ 

plies to gondola cars with ends in form of doors, hinged 
to car, and held in upright position by hooks or latches, and which may be 
dropped to floor of car without removing bolts or tie-rods. 

Hinged Running It was once a practice on some refrigerator and stock 
Boards cars to have hinged running boards to take care of icing 

and feeding. These are now forbidden. 

Sub-Para. (IX) PASSENGER CAR SAFETY APPLIANCE REQUIREMENTS 
Re quirements Common To All Passenger Cars 

Handbrakes 

Number Each car shall be equipped with an efficient hand¬ 

brake which shall operate in harmony with the power 
brake thereon. The handbrake may be of any efficient design but must be 



75 


capable of bringing car to a stop within a reasonable distance, as well 
as holding it stationary. 

Dimensions If brake staff is employed it shall preferably be not 

less than l 1 /^" in diameter, of wrought iron or steel 

without weld. 

The brake wheel (if used) may be flat or dished, preferably not less than 
15", in diameter, of malleable iron, wrought iron, or steel. Figure eight 
brake wheels are not allowed. The use of a bar instead of brake wheel is not 
permitted. The use of a ratchet lever instead of a brake wheel is permitted, 
and the length of the handbrake ratchet lever should preferably be not less 
than 20" from the center of the brake staff to the end of the handbrake 
ratchet lever. (If ratchet levers are less than 20" in length, they should 
be changed when car is shopped for repairs.) 

Location The handbrake shall be in such a position that it can 

be safely operated while car is in motion. (A brake 
wheel placed inside of a baggage car, must be kept accessible.) 

Manner of There should preferably be not less than 4" radial 

Application clearance around the rim of brake wheel. Outside edge 

of wheel should be not less than 4" from a vertical plane 
parallel with end of car and passing through the inside face of knuckle 
when closed, with coupler horn against the buffer block or end sill. When 
brake staff is used, it will be supported by a brake staff step, and will be 
of such design as not to permit chain to drop under end of brake staff. U 
shaped form of step is preferred, and this must be kept free of obstructions, 
such as grab irons, etc.—Any support of brake staff employed shall be 
securely fastened with preferably not less than %" bolts or rivets, and is to 
be free of cutting edge, with a vertical bearing surface of preferably %". 
Brake staff should be arranged with a square fit at its upper end to secure 
the hand brake wheel; said square fit should be not less than %" at its 
smallest point. Square fit taper, preferably not less than 2" in 12". (See 
Plate A). Brake chain should be of not less than %", preferably T y', 
wrought iron or steel, with a link on the brake rod end of not less than 
T y', preferably %" wrought iron or steel, and should be secured to brake 
shaft drum by not less than %" hexagon or square headed bolt. (Rectan¬ 
gular head of not less than %" width is permissible.) (Eye bolts or round 
headed bolts should not be permitted.) Nut on said bolts should be se¬ 
cured by riveting end of bolt over nut. (See Plate A.) Lower end of brake 
shaft should be provided with a trunnion of not less than preferably 
1" in diameter extending through brake shaft step and held in operating 
position by a suitable cotter or ring, (ring is preferred). (See Plate A). 
Brake shaft drum should be not less than 1 %" in diameter. (A sleeve is 
not permitted to be used for the purpose of obtaining the 1V 2 diameter 
required). (See Plate A). 

Brake! ratchet wheel should be secured to brake shaft by a key or square 
fit, said square fit should be not less than li 6 e" square. When ratchet wheel 


76 


with square fit is used (this type preferred) provision shall be made to pre¬ 
vent ratchet-wheel from rising on shaft to disengage brake pawl. (See 
Plate A). B’rake ratchet wheel should be not less than 5*4 inches, pref¬ 
erably 5^" in diameter and shall have not less than 14, preferably 16 
teeth. (See Plate A). The hub of brake ratchet wheel should be not less 
than 2" in depth. (See Plate A). The brake pawl shall be pivoted upon a 
bolt (nut preferably at top) or rivet not less than %" in diameter, or upon 
(a trunnion secured by not less than %" bolt or rivet, and there shall be a 
rigid metal connection between brake shaft and pivot of pawl. (End sill or 
metal brake step board will fill requirement if sufficiently rigid to allow no 
disengagement.) Brake wheel should be held in position on brake shaft by a 
nut on a threaded extended end of brake shaft; said threaded portion should 
be not less than %" in diameter; said nut should be secured by riveting 
over or by the use of a lock nut or suitable cotter. (Riveting over without 
the use of a nut, or the use of a washer only, should not be permitted.) 
Brake wheel should be arranged with a squarefit for brake shaft in hub of 
said wheel; taper of said fit, not less than 2" in 12". (See Plate A). 

Foundation Brake Rigging 

Brake beams will be applied in accordance with M. C. B. standards, 
but outside-body-hung brake beams must be provided with two guides or 
finger guards, securely fastened to beam, and should not have more than 
IV 2 " (preferably 1") clearance between guard or guide, and back of flange 
of wheel. Handbrake rod should have loop on brake chain end turned up¬ 
ward so chain will not fall off, and where chains are on both ends of rod 
both loops must be closed. 

End Handholds 

Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. Mini¬ 

mum clear length 16". Minimum clearance 2", pref¬ 
erably 2i/ 2 ". Handholds shall be flush with or project not more than 1" 
beyond vestibule face, or face of end sill. 

Location Horizontal. One near each side on each end of vesti¬ 

bule end sill, platform end sill, or face of end sill or 
sheathing— as the case may be, extending downward. Clearance of outer 
end of handhold shall be not more than 16" from side of vestibule or stub 
end cars, and not more than 16" from end of platform end sills on open 
end platform cars. If end handholds are attached to sheathing they must be 
applied on the outside. End handholds must not be fastened to brake 
staff stirrup. 

Note : When marker sockets or brackets are located so they cannot be con¬ 
veniently reached from platforms, suitable steps and handholds shall be provided 
for men to reach such sockets or brackets. 

Manner of End handholds shall be securely fastened with w 

Application bolts or rivets. 


77 


Number 
Location 
Manner of 
Application 


the ends of cars, 
manner. 

Height of 
Couplers 


Couplers 

Two. 

One on each end of car. 

Each car shall be equipped with couplers, coupling 
automatically by impact, and which can be coupled and 
uncoupled, without the necessity of men going between 
Each coupler shall be attached to car in a safe and secure 


Prescribed standard height of drawbars: Standard 
gauge railroads, maximum minimum 31% inches; 
narrow gauge railroads, maximum 26, minimum 23 
inches; 2' gauge railroads, maximum 17%, minimum 14% inches; meas¬ 
ured from level of tops of rails to center line of coupler. 

Note: In case of couplers with offset heads, measure from center of coupler 
head. This is preferable point of measurement with all couplers. 


Uncoupling Levers 

Number Two. 

Dimensions On undershot couplers with lift-up uncoupling levers, 

handles should be not less than 12" nor more than 15" 
over all. They should be so constructed or applied as to give a minimum 
clearance of 2" around handle for at least 4" of its gripping end. Mini¬ 
mum length of ground uncoupling attachment, 42" measured from center 
line of car to handle or attachment, except that on narrow gauge cars 
uncoupling attachments shall extend to within 12" of side of car, and 
need not be 42" in length. 

Location One on each end of car. (When cars are shopped, 

double levers should be applied). Uncoupling levers 
shall be applied so they can be operated by a person standing on the ground. 
Manner of When uncoupling lever castings or brackets are re- 

Application newed or applied, they should be fastened with bolts. 

Passenger Train Oars with Wide Vestibules 
(See requirements common to all Passenger Cars) 


Vestibule Steps 

Number Four. 

Dimensions None stipulated, but the following should be ob¬ 

served. Height above rail—maximum 24"—preferably 
19". Outside edge not to project beyond face of side of car. Horizontal 
depth of step should not be less than 7", nor vertical height more than 
13", spaced equally. Minimum length of step 24". 

Location One at each vestibule entrance. 

Manner of Securely fastened with preferably not less than %" 

Application bolts or rivets. 


Side Handholds 

Number Eight. 

Dimensions Minimum diameter %", metal. Minimum clear 

length, 16". Minimum clearance, 1%", preferably 2". 



78 


Location 
Manner' of 
Application 


Vertical: One on each vestibule door post. 

Securely fastened with preferably %" bolts or rivets, 
or with screws. 


Passenger Train Cars with Open End Platforms 

(See requirements common to all Passenger Cars) 


Platform Steps 

Number Four. 

Dimensions None stipulated, but the following should be ob¬ 

served. Height above rail—maximum 24"—preferably 
19". Outside edge not to project beyond face of side of car. Horizontal 
depth of step should not be less than 7", nor vertical height more than 
13", spaced equally. Minimum length of step 24". 


Location 
Manner of 
Application 


Number 


Dimensions 


One at each platform entrance . 

Securely fastened with preferably not less than %" 
bolts or rivets. 

End Platform Handholds 

Four. (Platforms equipped with safety-gates do not 
require end platform handholds.) 

Minimum clearance, between supports or fastenings, 
2", preferably 2%", metal. 


Location Horizontal, from or near door-post to a point not 

more than 12" from corner of car, then approximately 
vertical to a point not more than 6" from top of platform. Horizontal por¬ 
tion shall be not less than 24" in length nor more than 40" above platform. 


Manner of Securely fastened with preferably not less than 

Application bolts or rivets, or with screws. 

Passenger Train Cars without End Platforms 

(See requirements common to all rassenger Cars) 

Sill Steps 

Number Four. 

Dimensions Minimum length of tread, 10", preferably 12". 

Minimum cross-sectional area, y 2 " by iy 2 " or equiva¬ 
lent, wrought iron or steel. Minimum clear depth, 8". Preferred horizon¬ 
tal clearance, 5". measured from outside edge of sill step toward longitudi¬ 
nal center line of car, for full length and minimum clear depth; if more than 
one tread is used, the same clearance requirements shall apply to each 
tread. 


Location One near each end on each side not more than 24" 

from corner of car to center of tread of sill-step. Out¬ 
side edge of tread of step shall be not more than 2" inside of face of side 
of car. 


Tread shall be not more than 24", preferably not more than 19", above 
the top of rail. 




79 


Manner of 
Application 


Step exceeding 18" in depth shall have an additional 
tread and be laterally braced. 


nuts outside 
rivets. 


Securely fastened with not less than bolts with 
(when possible) and riveted over, or with not less than 


Side Handholds 

Four or more. 

Minimum diameter, %", wrought iron or steel. Mini¬ 
mum clear length, 16" preferably 24". Minimum clear¬ 
ance, 2", preferably 2 y 2 ". 

Location If horizontal: One near each end on each side of car 

over sill step, not less than 24" nor more than 30" above 
center line of coupler. If an additional handhold is applied over sill step 
it shall be not less than 42" nor more than 48" above center line of coupler. 
Clearance of outer end of handhold should be not more than 8" from corner 
of car. 


Number 

Dimensions 


If vertical: One near each end of car on each side, preferably located be¬ 
tween vertical lines passing through ends of sill step tread; and preferably 
not more than 8" from corner of car; lower end not less than 18" nor more 
than 24" above center line of coupler. 

A vertical handhold not less than 24" in clear length shall be applied on 
door post above each sidedoor sill step. 


Manner of Securely fastened with preferably bolts or rivets, 

Application or with screws. 


End Hand Rails 

(On cars with projecting end-sills) 

Number Four. 

Dimensions Minimum diameter, %", wrought iron or steel. Mini¬ 

mum clearance, between supports or fastenings, 2" preferably 2 1 / 2 rr - 


Location One on each side of each end, extending horizontally 

from door-post or vestibule-frame to a point not more 
than 6" from corner of car, then approximately vertical to a point not more 
than 6" from top of projecting end-sill; horizontal portion shall be not 
less than 30" nor more than 60" above platform end-sill. 

Side Door Steps 

Number One or more under each door. 

Dimensions Minimum length of tread, 10", preferably 12". Mini¬ 

mum cross-sectional area, %" by 1or equivalent, 
wrought iron or steel. Minimum clear depth, 8". Preferred horizontal 
clearance, 5", measured from outside edge of sill step towards longitudinal 
center line of car, for full length and minimum clear depth. If more than 


80 


one tread is used, the same clearance requirements shall apply to each 
tread. 

Location Under door at opening side; preferably one under 

each side of door. Outside edge of tread of step not more 
than 2" inside of face of side of car. 

Manner of Step exceeding 18" in depth shall have an additional 

Application tread and be laterally braced. Securely fastened with 

not less than bolts with nuts outside (when possible) 
and riveted over, or with not less than rivets. 

Special Memoranda On Passenger Cars 

1. There is no distinction between passenger and freight cars, and 
handholds must therefore be placed on the ends of passenger cars and ca¬ 
booses. 

2. When any train is operated with power or train brakes, not less 
than 85% of the cars of such train shall have their brakes used and operated 
by the engineer of locomotive drawing such train, and all power-barlce cars 
in every such train which are associated with the 85 per cent shall have 
their brakes so used and operated. 

3. On passenger train cars, used in freight or mixed train service, the 
uncoupling attachments shall be so applied that the coupler can be oper¬ 
ated from left side of car. 

4. Passenger train cars, such as refrigerators, etc., when hauled in 
Freight trains must comply with the Safety Appliance requirements for 
Freight cars. 

5. Baggage cars that have open platforms with steps and handrails 
do not require sill steps and handholds at side doors. 

6. The reason why only 1*4" clearance is required on vertical grab 
irons located on vestibule door post is that these grabs were designed for 
use only when train is stationary. 

7. It is not permissible to extend handholds beyond corner of car to 
get required clear length. 

8. To provide for usual inaccuracies of manufacturing and for wear, 
where si; as of metal are specified, a total variation of five (5) per cent 
below size given is permitted. 

9. Where %" grab irons (or any other size) are flattened at ends for 
punching of holes to take bolts, they will not be of original thickness. As 
long as the same cross-sectional area is available, this meets the intent of 
the law. 

Definitions 

Face of End Sill When channel iron or I beam is used for end-sill, 

with flanges projecting outward, the term “face of end 



81 


sill” ^eludes upper face of bottom flange and lower face of top flange in 
addition to vertical face of web. 

Sub-Para. (X) STEAM LOCOMOTIVE SAFETY APPLIANCE REQUIRE¬ 
MENTS 

Requirements Common To All Steam Locomotives 

Handbrakes 

Pland brakes will not be required on locomotives nor on tenders when 
attached to locomotives. If tenders are detached from locomotives and used 
in special service, they shall be equipped with efficient hand brakes, in ac¬ 
cordance with Plate A. 

Hiding Tenders used on locomotives need no hand brakes 

even if there are two tenders, so long as they are at¬ 
tached to locomotive for exclusive purpose of supplying water and fuel 
to that locomotive. If transported separately they must be equipped with 
hand brakes. 

Brake Beam Guards or Finger Guides 

Outside body-hung brake beams on tenders must be provided in all 
cases with two guards or finger guides each and should be securely fastened 
to beam with not more than IV 2 " (preferably 1") clearance between guard 
or guide and back of flange of wheel. 

Running Boards 

Number Two. 

Dimensions Not less than 10" wide. If of wood, not less than 

1%" in thickness; if of metal, not less than T V' in thick¬ 
ness ; properly supported. 

Locution One on each side of boiler extending from cab to 

buffer beam. On locomotives of the Mallet type, run¬ 
ning board should he continuous on sides and across front end. . (Running- 
boards extending to front end of smoke-box which are provided with suita¬ 
ble steps to level of top face of buffer beam, may take the place of con¬ 
tinuous running board.) 

Running board may be in sections, when necessary, provided that the 
space between adjacent sections shall not exceed 28" preferably 24". Flat-top 
steam chests may form sections of running boards. If the space between 
sections on each side of compressor exceeds 28", preferably 24", section of 
running board with suitable steps thereto shall be applied over compressor, 
or if the equipment consists of more than one compressor a suitable step or 
section may be applied between compressors. If compressors are so located 
that section of running board cannot be applied over top of same, the outside 
edge of running board should extend at least to outer diameter of compressor 
and for a distance of not less than 12" on each side of compressor. 

Locomotives having Wooten type boiler with cab located on top of boiler 
more than 12" forward from boiler head, shall have suitable running board 
extending from cab to rear of locomotive, with hand rails 
not Jess than 20" nor more than 48" above outside edge of running boards, 
securely fastened with bolts or rivets. 



82 


Manner of 

Application Securely fastened with bolts, rivets or studs. 

Note (i) If the full 10" width of running boards is interfered with for a 
distance of 28" or more, at least 7" width of clearance should be allowed to re¬ 
main. 

Note (ii) If running board is in sections, the distance a person would be 
called upon to step up or down when passing from one section to another should 
not exceed 24" or if to step across on the same level must not exceed 28", prefer¬ 
ably not more than 24". These measurements apply to all parts of running boards, 
whether steps or sections of the board itself. 

Note (Hi) When running boards are in sections, and step or steps provided 
leading from one section to another, such step or steps should be the full width 
of the running board, and preferably not less than 8" deep. 


Hand Rails 

(A) Boiler Sid* Two 1" wrought iron or steel hand rails securely 
Safety Bailings fastened on either side of boiler, extending from within 

6" of cab (preferably fixed to cab) to front end of boiler 
not less than 24" nor more than 66" above running board for its full length. 

Note (i) Boiler side safety railing may extend along either side of boiler 
and continue across front of boiler, forming front boiler safety railing referred 
to in sub-paragraph (C). 

Note (ii) The Boiler Side Safety Railing requires 2" clearance. When 
fouled by injectors, sand pipes, conduits, etc., clearance can be obtained by 
placing shims at back of stands, or applying longer stands, (latter preferred). 

Note (in) Railings found to have moved longitudinally and come out of 
socket at cab end are to be fixed permanently by flattening ends for 6", turning 
up at right angles, and securely bolting to cab with two %" bolts. This is 
to be a standard practice for both renewals and repairs. 

Note (iv) A number of boiler safety railings have been carried behind 
injector pipes, entirely destroying their purpose. These hand rails should be run 
out and around injector pipes, maintaining a full 2" (preferably 2 y 2 ") 
clearance from them. A similar condition also exists in relation to dynamo 
stands, and the same remedy is applicable. It is of the utmost importance that 
injector pipes near hand rails be covered with asbestos lagging to prevent 
burning of hands. 


(B) Auxiliary There must be a handrail at least 24" above running 
Hand Railing board over air pump, approximately the same length as 
above Running auxiliary running board, and often this is not obtained 
Board over Air on account of the long hand rail not being bent up to 
Pump . provide for this feature. It is advisable where such is the 

case to provide an auxiliary hand rail above existing 
one, but it must pass outside of steam turbine brackets with a full 2" (pref¬ 
erably 2i/ 2 ") clearance, and this extra hand rail shall be at least 24" above 
the running board. The bending up of the long handrail must be carried 
out whenever possible. 


( C) Front Boiler A front safety railing must be provided and shall 
Safety Railings be not less than 24" nor more than 66" above buffer 

beam, or front auxiliary running board if used. Either 
a horizontal straight, (See Note (i) of Sub-paragraph A), or a circular 
hand rail will meet the law, provided that at every point across front of 


83 


boiler, the railing comes within the minimum of 24" and maximum of 
66", and has a full 2" clearance. 

Ruling The hand rail across front end of boiler is measured 

from top of pilot beam or front end running board for 
height. It is measured from the pilot beam if a 7" walking space is avail¬ 
able, and from running board if not. 

Note ( i ) On small power where boilers are located close to buffer beam 
and circular front end band rail (with closed portion down) is used, it some¬ 
times comes closer to buffer beam than 24". If this condition exists it can gen¬ 
erally be corrected by reversing circular hand rail so closed portion is up, but 
in reversing care should be taken that the maximum height of 66" is not ex¬ 
ceeded. Where boilers are located higher from beam and have a circular hand 
rail with closed end up, no part of same should exceed 66" from beam, and if 
so it can be corrected by reversing hand rail so closed portion is down, taking 
c^re that the minimum of 24" is maintained. 

Note ( ii) The clearance of front circular hand rail across front of boiler 
is often fouled by projecting front end bolts and plugs. These rails must have 
a full 2" (preferably 2 V 2 ") clearance and this can be obtained by placing shims 
under stands, or applyng longer stands (preferred). 

Note (in) Some locomotives are found with no hand rail in front of boiler, 
and others with a horizontal rail above the 66" maximum, both of which are 
defects. 

( D) Hand Rail- On locomotives with front ladder steps, safe and 
ing for Front suitable handrails shall be applied, extending from a 
Steps point near front end of side handrail to top of buffer 

beam, except on Mallet type of locomotive, when safe 
and suitable handrails shall extend from a point at or near front end of 
side running board to buffer beam. 

End Ladders 

A suitable metal end or side ladder shall be securely fastened with 
bolts and rivets to all tanks more than 48" in height measured from top of 
end sill. Following are preferred measurements: 

Preferable clear length of tread if on side 16", if on end 14". Pre¬ 
ferable maximum spacing between ladder treads, 19". Top ladder tread 
should be located not less than 1" nor more than 18" from top of tank. 
Spacing of ladder treads should be uniform within a limit of 2" from 
top of ladder tread to bottom tread of ladder. Maximum distance from 
bottom tread of side ladder to top tread of sill step, 21". Iron or steel 
treads, minimum diameter %". Minimum clearance of treads 2", pre¬ 
ferably 21 / 2 ". 

. .Hand Rails and Steps for Headlights 

Locomotives having headlights which cannot be safely and conveniently 
reached from running board pilot beam or steam chests shall be equipped 
with secure hand rails and steps suitable for the use of men in getting to and 
from such headlights. 

Couplersi 

Locomotives shall be equipped with couplers coupling automatically 
by impact, which can be coupled and uncoupled without the neccessity of 


84 


men going between the rails, one at rear of tender and one at front of loco¬ 
motive. Distance from guard arm of coupler to knuckle must not exceed 
5%", measured perpendicularly to face of guard arm. Couplers must be 
maintained between a minimum height of 31%" and a maximum of 34%'' 
(preferred) from toj> of rails to center of face of knuckle. 

Uncoupling Levers 

Two double or four single levers, operating from either side, on rear of 
tender and on front end of locomotive. Handles shall be not more than 12", 
preferably 9", from end of buffer beam or end sill, and shall be so constructed 
as to give a minimum clearance of 2" around handle for at least. 4" at 
gripping end. Minimum length of uncoupling lever handle—preferably 
12" over all, maximum preferably 15" over all. Center of lift arm eye 
hole should be not more than 3%" beyond a vertical line through center 
of pin hole of coupler. (Length of lift arm of uncoupling lever should be 
not less than 7" from center of rotating member to center of eye hole). 

Note (i) Do not have doubled reversed offsets at bottom of cut lever 
handle; simply have one offset from vertical to horizontal. This will assist in 
maintaining uncoupling lever handle clearance. 

Note (ii) Brackets of uncoupling levers are often placed so as to allow 
several inches lateral play, which causes handle clearance to be fouled by top 
pilot plank. This can be corrected by either moving brackets to extreme 
outside position (preferred) or spot welding clamps to lever.. 

Tenders 

In addition to the appliances already prescribed, the following require¬ 
ments are necessary in connection with the maintainance of tenders: 

(a) The difference in height between the deck of the tender and the 
cab floor or deck on the locomotive shall not exceed 1%". 

(b) Friction side bearings shall not be run in contact. 

(c) The maximum clearance of side bearings on rear truck shall be 
and if used on front truck when the spread of side bearings is 

50". When the spread of side bearings is decreased, the maximum clear¬ 
ance may* be increased in proportion. 

Tenders of Vanderbilt Type and Similar Designs 

Tenders known as the Vanderbilt type shall be equipped with running 
boards; one on each side of tender not less than 10" in width and one on 
top of tender not less than 48" in width, extending from coal space to rear 
of tender. 

There shall be a handrail on each side of top running board, extending 
from coal space to rear of tank, not less than 1" in diameter and not less 
than 20" in height above running board from coal space to manhole. 

There shall be a handrail extending from coal space to within 12" of 
rear of tank, attached to each side of tank above side running board, not 
less than 30" nor more than 66" above running board. 

There shall be one vertical handhold on each side of Vanderbilt type of 




85 


tendei, located w ithin 8 / of rear of tank extending from within 8" of top 
of end sill to within 8" of side handrail. Post supporting rear end of 
side running board if not more than 2" in diameter and properly located, 
may form section of handhold. 

If tender is not equipped with vestibule an additional horizontal end 
handhold shall be applied on rear end, located not less than 30" nor more 

than 66" above top of end sill. Clear length of handhold, not less than 
48". 


Ladders shall be applied at forward ends of side running boards. 

\\ hen side running boards are located above center line of tender, ladders 
shall be applied at rear ends of side running boards. 

Steam Locomotives Used In Road Serv ice 
(See requirements common to all steam locomotives) 

Tendei* Sill Steps 

Number Four sill steps; preferably all box type, or two stir¬ 

rup and two box type. 

Dimensions Bottom tread shall be not less than 8" in width by 12" 

in length; shall have a minimum clear depth of 8", and 
should be not more than 24", preferably not more than 19", above the top 
of rail. When the height of deck of tender at gangway or of top face of end 
sill at rear of tender exceeds 21" above the top face of bottom tread, addi¬ 
tional treads not less than 6" by 8" with a minimum clear depth of 6" shall 
preferably be applied. The spacing between treads should not exceed 19". 
(Box-sill steps may have metal or wooden treads.) Stirrup steps may be 
used on sides at rear of tenders and shall have a minimum clear length of 
tread 10", preferably 12", with a minimum clear depth of 8". 

Location One near each corner on sides of tender. 

Manner of Securely fastened with not less than %" bolts with 

Application nuts outside (when possible) and riveted over or with 

not less than y 2 " rivets. 

Note (i ) Tender sill steps must be 8" x 12" and pilot sill steps need only 
be 8" x 10". These dimensions are sometimes confused. 

Note (ii) If wooden treads are bolted to metal box type steps, and wooden 
treads are wider than metal steps, the overhang must be protected from breaking 
off by use of split bolts or by applying wooden treads with grain running laterally. 

Pilot Sill Steps 

Number Two. 

Dimensions Tread shall be not less than 8" in width by 10" in 

length, and should have a back stop or flange not less 
than 2" high at rear and preferably inside edges. (Pilot sill step may have 
metal or wooden tread.) 

Location One on or near each end of buffer beam outside of 

rail and not more than 16", preferably not more than 
12" above level of tops or rail. 



86 


Manner of Securely fastened with bolts or rivets, preferably not 

Application less than %". 

Note: (Pilot sill steps may be located on pilot or suspended from buffer 
beam, either in front or directly behind, but must comply with dimensions and 
height specified. 

Pilot Beam Hand Holds 

Number Two. 

Dimensions Minimum diameter %", wrought iron or steel. Mini¬ 

mum clear length, 14", preferably 16". Minimum clear¬ 
ance 2 y 2 " 

Location One on each end of buffer beam. (If uncoupling 

lever extends across front end of locomotive to within 
8" of extreme end of buffer beam, and is % r/ or m°re in diameter, with a 
clearance of 2%", for not less than preferably 24" from each end bracket, 
it is a handhold.) 


Manner of 
Application 

Number 

Dimensions 

minimum clear 
height of tank, 
than 48" above 

Location 


Securely fastened with bolts or rivets, preferably not 
less than %". 

Side Handholds 

Six. 

Minimum diameter, if horizontal, if vertical, 

or equivalent, wrought iron or steel. Horizontal 
length, 16". Vertical, clear length equal to approximate 
Clearance of lower end of handhold preferably not more 
top of rail. Minimum clearance 2", preferably 2 1 /> / 




Four must be vertical, %" diameter, clear length 
equal to approximate height of tank and located one on 
each side of locomotive at gangway and one on each side of tender near gang¬ 
way. 

The two located at rear of tender can be either horizontal or vertical. If 
horizontal they must be at least %" in diameter with a clear length of at 
least 16", applied on each side not more than 8" from inside clearance to 
rear of tender, and not less than 24" nor more than 30" above center line of 
coupler. If vertical they must be %" diameter with a clear length equal to 
approximate height of tank, and located one on each side of tender within 
6" of rear or on corner. 

Ruling Clearance of side vertical hand holds on tenders at 

gangway and at rear must extend to within 8" preferably 
6" of bottom of tank and to within 8" preferably 6" of water line at top 
(flare of tank not to be considered.) 

Note ( i ) Vertical grabs at gangways should be so arranged that a person 
leaving cab is able to see them before descending. In some cases it is necessary 
to take one or even two steps down from cab before both grabs can be seen. 

Note ( ii ) As the rules for Locomotive Inspection provide that the minimum 
width of gangway between locomotive and tender, while standing on straight 
track, shall be 16", it becomes necessary that vertical grabs at cab entrance 
be not less than 16" (preferably 18" or more) from inside face to inside face of 
grabs. 


87 


Manner of 
Application 

Number 
Dimensions 

preferably 2% 
Location 


Securely fastened with not less than %" bolts or 
rivets. 

Rear End Hand Holds 
Two. 

Minimum diameter, %", wrought iron or steel. 
Minimum clear length, 14". Minimum clearance 2", 




Horizontal; one near each side of rear end of tender 
on face of end sill, preferably not less than 30" above top 
of rail. Clearance of outer end of handhold shall be not more than 16" 
from side of tender. 


Securely fastened with not less than %" bolts or 
rivets. 


Manner of 
Application 

Note: These end sill handholds must be maintained on engines used in 
road service regardless of other appliances such as switch foot boards and hand 
rails. 

End Ladder Clearance 

No end ladder clearance is specified for road engines. If a road engine 
is temporarily equipped with a foot board, it still does not need end ladder 
clearance as the mere presence of a foot board does not alter the classifica¬ 
tion. 

Steam Locomotives Used In Switching Service 

(See requirements common to all Steam Locomotives) 

Foot Boards 
Two or more. 

Minimum width of tread, 10", wood. Minimum 
thickness of tread, 1%", preferably 2". Minimum 
height of back-stop, 4" above tread. Preferable minimum height of inside 
end-foot-guards, on sectional foot-boards, 4" above tread. Height from top 
of rail to top of tread, not more than 12" nor less than 9" 

Location On ends or sides. If on ends, they shall extend not 

less than 18" outside of gauge of track, and shall be 
not more than 12" shorter than buffer beam at each end, and preferably 
should extend to within 6" of side of engine cab or tender. 


Number 

Dimensions 


Manner of 
Application 


Footboard may be constructed in two sections, pro¬ 
vided that practically all space on each side of coupler 
is filled; each section shall be not less than 3' in length. 

Footboard shall be securely bolted to two 1" by 4" metal brackets pro¬ 
vided footboard is not cut or notched at any point. If footboard is cut or 
notched or in two sections, not less than four 1" by 3" metal brackets shall 
be used, two located on each side of coupler, and footboard shall be bolted 
thereto as specified above. Each bracket shall be securely bolted to buffer 
beam, end sill, or tank frame, by not less than two 7 / s " bolts. If side foot- 



88 


boards are used, a substantial handhold or rail shall be applied not less 
than 30" nor more than 60" above tread of footboard. 

Note: It is not permissible to substitute brackets of less than 1" thickness 
by increasing the width to obtain the same cross-sectional area. All foot board 
brackets bear the strain against their thickness and a full 1" thickness must be 
maintained. 

Tender Sill Steps 

Number Two or more, preferably box type. 

Dimensions Bottom metal tread shall be not less than 8" in width 

by 12" in length, and should have a minimum clear 
depth of 8", and should be not more than 24", preferably not more than 19", 
above the top of rail. 

When-the height of deck of tender at gangway exceeds 21" above the 
bottom tread, additional treads, not less than 6" by 8" should preferably be 
applied, with 6" of clear depth. 

The spacing between treads should not exceed 19". (Sill steps may have 
wooden treads.) 

Location One or more on each side at gangway secured to ten¬ 

der. 

Manner of Securely fastened with bolts or rivets, preferably 

Application and when bolts are used, have nuts outside when 

possible, and riveted over. 

Note: If wooden treads are bolted to metal box type steps and wooden treads 
are deeper than metal steps the overhang should be protected from breaking off by 
the use of split bolts or by applying wooden treads with grain running laterally. 

End Hand Holds 

Number Two. 

Dimensions Minimum diameter 1", wrought iron or steel. Mini¬ 

mum clearance, between end and center supports 4", 
except at coupler casting or braces, when minimum clearance shall be 2". 

Location ' One on pilot buffer-beam; one on rear end of tender, 

extending across front end of locomotive and rear end 
of tender to within not less than 6" from ends of buffer beam or end sill. 

Manner of Securely fastened at end and center supports with 

Application bolts or rivets, preferably not less than 

Note ( i) This provision does not exempt uncoupling lever brackets and end 
ladders, and therefore a full 4" of clearance must be maintained from these 
items. Do not interpret “coupler casting or braces” to mean “uncoupling lever 
brackets.” 

Note (ii) Some switch engines are found operating with no horizontal end 
hand rail, indicating that the provision under road locomotives, for front uncoup¬ 
ling levers to substitute for pilot beam hand hold, it being erroneously inter¬ 
preted as applicable to switch engines*. It should be distinctly understood th$t 
every foot board must have a hand rail in addition to the cut lever. 


89 


Side Handholds 

Number Four. 

Dimensions Minimum diameter, %", or equivalent, wrought 

i ron or steel. Clear length equal to approximate height 
of tank, lower end preferably not more than 48" above top of rail. Mini¬ 
mum clearance, 2", preferably 2 


Location 


Manner of 
Ay plication 


Vertical. One on each side of tender near front 
corner; one on each side of locomotive at gangway. 

Securely fastened with bolts or rivets, preferably not 
less than y 2 ". 


Ruling Side vertical hand rail on tenders at gangways must 

extend to within 8" preferably 6" of bottom of tank 
and to within 8", preferably 6", of water line at top (flare of tank not to 
be considered.) 

Vote (t) Vertical grabs at gangways should be arranged so that a person 
leaving cab is able to see them before descending. In some cases it is necessary 
to take one or even two steps down from cab before both grabs can be seen. 

Note (ii) As the rules for Locomotive Inspection provide that the minimum 
width of gangway between locomotive and tender, while standing on straight 
track, shall be 16", it becomes necessary that vertical grabs at cab entrance be 
not less than 16" (preferably 18" or more) from inside face to inside face of 
grabs. 


Hand Rails and Steps for Headlights 

Switch locomotives with sloping tenders with manhole or headlight 
located on sloping portion of tender shall be equipped with secure steps and 
hand rail or with platform and hand rail leading to such manhole or head¬ 
light. 

End Ladder Clearance 

No part of locomotive or tender more than 20" from longitudinal center 
line of locomotive and tender, except foot boards and handles of uncoupling 
levers, and no part of locomotive or tender less than 20" from longitudinal 
center line of locomotive and tender except draft-rigging, coupler attach¬ 
ments, safety chains, buffer block, footboard, brake pipe, steam-heat pipe, 
signal pipe or uncoupling attachments, shall extend to within 14" of a 
vertical plane passing through inside face of knuckle when closed with horn 
of coupler against buffer block or end sill. 

Note ( i ) The proper method of ascertaining end ladder clearance on a 
steam locomotive or tender is:— 

(a) Measure distance from inside face of knuckle when closed, to back 
of horn of coupler ascertaining whether it be 9 1 / 4 , ^ 12", or 1214" head. 

(b) ) Measure distance from end of tank or buffer beam to face of buffer 

block. 

(c) Measure distance from end of tank or buffer beam to closest obstruction 
other than those excepted. 

Add (a) plus ( b ) and subtract (c). The result is end ladder clearance. 


90 


Special Memoranda On Steam Locomotives 

(1) It is permissible to equip a road engine with foot boards, where 
necessary on account of way freight service, etc., but all the appliances for a 
road engine must be maintained, such as end sill handholds, tender sill 
steps, etc. Steam locomotives used in either switching or road service must 
conform to the requirements prescribed for service in which locomotive is 
used, but no exceptions will be taken to the equipping of a steam locomotive 
with appliances for both road and switching service, providing no part of 
one appliance interferes with the free and unobstructed use of any other 
prescribed appliance. 

(2) Use of a flat car or other car coupled to a road engine and used for 
switching does not relieve the engine from meeting the requirements of a 
switch engine at both ends. 

(3) It is a violation of the order to use a road locomotive as a switch 
engine, but is generally allowed in cases of extreme emergency, when same 
is not used for more than one 8-hour shift. 

(4) In figuring percentage of operative brakes, the engine and tender 
is counted as two cars. 

(5) When two engine tenders are coupled together by a shackle bar 
and used as a water car it is a violation; each tender should be equipped 
as a car with couplers in both ends. 

(6) Any detached locomotive tender hauled in a train must be con¬ 
sidered as a car, and be equipped with the necessary appliances. It must 
have a hand brake, also sill steps and end sill grab irons in a similar location 
to those on box cars. There must be two uncoupling levers, one on each end, 
and two couplers which will couple automatically by impact, and which 
can be coupled and uncoupled without the necessity of men going between 
the ends of cars. 

(7) Even if a stub pilot is used on rear of tender, there must be, 
nevertheless, the prescribed two end sill hand holds with 2" clearance for 
at least 14", located not more than 1G" from side of tender. 

(8) Switch engines hauled dead in a train must have the safety ap¬ 
pliances prescribed for switch engines. If footboards are removed, sill 
steps, end sill and pilot beam hand holds must be applied. 

(9) Road engines hauled dead in a train must have the safety ap¬ 
pliances prescribed for road engines. If pilot is removed, sill steps and 
pilot beam hand holds must be applied. 

(10) Locomotives, while equipped with snow plows or dangers, are to 
be regarded as cars of special construction within the meaning of the order. 
Sill steps are not required on plows or dangers, but if provided must meas¬ 
ure at least 8"xl0" and be not more than 16" above rail, and be located 
outside of rails. (Inside face of ball). 



91 


(11) Snowplows may be closed on plow end, and coupler removed. 
This applies to both regular snow plows and plows affixed to cars. 

(12) To provide for usual inaccuracies of manufacturing and for wear, 
where sizes of metal are specified, a total variation of five (5) per cent below 
size given is permitted. 

(13) Where %" grab irons (or any other size) are flattened at ends for 
punching of holes to take bolts, they will not be of original thickness. As 
long as the same cross-sectional area is available, this meets the intent of the 

law. 

Definitions 

Side of Tender The term “side of tender” refers to the side of the 

tank, and not to the side of the frame. 

Sub-Para. (XI) ELECTRIC LOCOMOTIVE SAFETY APPLIANCE REQUIRE¬ 
MENTS (Preferably) 

Requirements Common To All Electric Locomotives 

Side Sill Steps 
Two or more. 

Tread shall be not less than 6" in width by 12" in 
length; shall have a minimum clear depth of 8" and 
shall be not more than 24", preferably not more than 19", above top of rail. 
When height of floor level exceeds 21" above top face of bottom tread, addi¬ 
tional treads not less than 6" by 12" with minimum clear depth of 6", shall 
be applied. The spacing between treads shall not exceed 19". (Sill steps 
may have metal or wooden treads.) 

If stirrup steps are used, they shall be of cross sectional area not less than 
Vz" by 1 %", wrought iron or steel . 

Clear length of tread shall be not less than 10", preferably not less than 
12" with a minimum depth of 8". 

Location One under each side entrance. Locomotive not pro¬ 

vided with an end platform, if construction of frame or 
superstructure permits, shall have a sill step located on each side near each 
end. (Not required on switch locomotives). 


Number 

Dimensions 


Manner of 
Application 


Securely fastened with not less than %" bolts with 
nuts outside (when possible) and riveted over or with 
not less than Vo" rivets. 


Number 

Dimensions 


Side Handholds 

Four or more. 

Minimum diameter; horizontal, %" (not required 
on switch locomotives) vertical, %", or equivalent; 
wrought iron or steel. Vertical, minimum clear length at door location, 
48"; at platform sill-step location 36". Clearance of lower end of vertical 
handhold, preferably not more than 48" above top of rail. Minimum clear¬ 
ance, 2%". 



92 


Location One, vertical, on each side of each side-door; one on 

each side of entrance to side or end-platform at sill-step 
location. If additional sill-step is applied near end of locomotive, a hori¬ 
zontal side handhold shall be applied over step. 


Manner of Securely fastened with bolts or rivets. 

Application 

Couplers 


Two. 

One on each end of locomotive. 

Each locomotive shall be equipped with couplers 
coupling automatically by impact, and which can be 
coupled and uncoupled, without the necessity of men 
going between the ends of cars. Couplers shall be attached to locomotive in 
a safe and secure manner. 


Number 
Location 
Manner of 
Application 


Uncoupling Levers 

Number Two double or four single. 

Dimensions Handle of uncoupling lever shall be not more than 

12", preferably not more than 9", from end of buffer- 
beam or end-frame, and so constructed as to give a minimum clearance of 
2" around handle. Maximum drop of handle of uncoupling lever of type 
shown on Plate B, 15". (Any efficient uncoupling mechanism may be 
used.) 


Location 


On each end of locomotive. 


Manner of Securely fastened with bolts or rivets. 

Application 

Requirements for Elective Locomotives Used In Road Service (Prefer ably) 
(See requirements common to all Electric Locomotives) 

Pilot Sill Steps 

Number Two at each pilot location. 

Dimensions Tread shall be not less than 8" in width by 10" in 

length, and shall have a backstop or flange not less than 
2" high at rear and inside edges. (Pilot sill step may have metal or wooden 
tread.) 

Location One on or near each end of buffer beam or end frame 

outside of rail and not more than 16", preferably not 
more than 12", above top of rail. 

Manner of Securely fastened with not less than %" bolts with 

Application nuts outside (when possible) and riveted over or with not 

less than %" rivets; if box type of step is used it shall 
be so applied that outside edge of bottom tread shall project not less than 
4" beyond face of buffer beam or end frame. 


End Hand Holds 

Number Four or more. 

Dimensions Horizontal; minimum diameter, %"; vertical mini¬ 

mum diameter, %" or equivalent; wrought iron or steel. 



93 


Horizontal, minimum clear length 14", preferably 16"; vertical minimum 
clear length 30"; preferably 36". Minimum clearance 2%". 

Location One horizontal, on or near each end of buffer-beam 

or end-frame; clearance of outer end of handhold shall 
be not more than 16" from end of buffer-beam or end-frame. (If uncoup¬ 
ling lever extends across end of locomotive to within 8" of end of buffer- 
beam or end-frame and is %" or more in diameter, with a clearance of 2%" 
for not less than 24" from each end bracket, it is a handhold.) One vertical 
on each side of end door. (If construction of locomotive requires, additional 
horizontal or vertical end-handholds shall be applied to afford safe access 
to marker locations.) 

Manner of Securely fastened with bolts or rivets, preferably not 

Application less than %". 

End Ladder Clearance 

Ho end ladder clearance is specified for road engines. If a road engine 
is temporarily equipped with a foot board, it still does not need end ladder 
clearance as the mere presence of a footboard does not alter the classification. 

Hand Rails 

Locomotives having open end or side-platforms shall be provided with 
suitable hand-rails, extending from sill-step location to end-door and around 
sides and ends of platforms. 

Manner of Securely fastened with not less than %" bolts or 

Application rivets. 

Requirements for Electric Locomotives Used In Snatching: Service 

(Preferably) 

(See requirements common to all Electric Locomotives) 

Foot Boards 

Number Two. 

Dimensions Minimum width of tread, 10", wood. Minimum 

thickness of tread 1%", preferably 2". Minimum height 
of back-stop, 4" above tread. Minimum height of inside end-foot-guard 
of sectional foot-board, 4" above tread. Height from top of tread to top of 
rail, not more than 12" nor less than 9". 

Location On each end of locomotive, extending not less than 

18" outside of gauge of straight track. Outside end of 
tread shall extend to a point not more than 12", measured vertically, from 

end of buffer beam, end frame, or side of superstructure, provided that 

where third rail is used, outside end of tread shall extend only to permissible 
third rail clearance. 

Manner of Foot-board may be constructed in two sections, pro- 

Application vided that practically all space on each side of coupler 

is filled; each section shall be not less than 3' in length 
except where third rail clearance does not permit. Footboards shall be so- 




94 


curely bolted to two 1 " by 4" metal brackets, provided boards are not cut or 
notched at any point. If cut or notched, or in two sections, they shall be 
securely bolted to not less than four 1" by 3" metal brackets, two located 
on each side of coupler. Each bracket shall be securely bolted to buffer- 
beam or end frame by not less than two %" bolts. 

End Handholds 

Number Two or more. 

Dimensions Minimum diameter; horizontal, 1", vertical, %" or 

equivalent, wrought iron or steel. Horizontal, minimum 
clearance between end and center supports or fastenings 4", except at 
coupler casting or braces, where minimum clearance shall be 2", preferably 
2%". Vertical minimum clear length, 30" preferably 36". 

Location One horizontal, extending across each end of loco¬ 

motive, on buffer-beam or end frame; ends of handholds 
shall be not more than 6" from ends of buffer-beam or end of end-frame. 
If locomotive has end door, one vertical handhold shall be applied on each 
side of each door. (If construction of locomotive requires additional hori¬ 
zontal or vertical handholds, a minimum diameter of %" shall be applied to 
afford safe access to marker locations.) 

Manner of Securely fastened at ends and center supports by 

Application bolts or rivets. 

Hand Rails 

Locomotive having open-end or side-platforms shall be provided with 
suitable hand-rails extending from sill-step location to end door. 

Locomotive not provided with platform hand-rails and having sloping 
superstructure sna 1 ' be equipped with secure hand-rails extending full 
length and across the end of sloping portion, so located as to provide safety 
when using platform. 

Manner of Securely fastened with bolts or rivets. 

Application 

End Ladder Clearance 

No part of locomotive more than 20" from longitudinal center line, ex¬ 
cept foot-board and lift arms of uncoupling levers, and no part of locomotive 
less than 20" from longitudinal center line except draft rigging, coupler 
and attachments, safety chains, buffer block, footboard, brake pipe, steam 
heat pipe or uncoupling attachments, shall extend to within 14" of a verti¬ 
cal plane passing through the inside face of knuckle when closed with 
coupler horn against buffer-block end-sill or end-frame. 

Note ( i ) The proper method of ascertaining end ladder clearance on an 
Electric Locomotive is :— 

(a) Measure distance from inside face of knuckle when closed, to back 
of horn of coupler ascertaining whether it be 914", 12", or 1214" head. 

(b) Measure distance from end of locomotive to face of buffer block. 

(c) Measure distance from end of locomotive to closest obstruction not 
excepted. 

Add (a.) plus (&) and substract (c). The result is end ladder clearance. 


95 


Special Memoranda On Electric Locomotives 

(1) It is permissible to equip a road engine with foot boards, where 
ecessary on account of way freight service, etc., but all the appliances for 

a road engine must be maintained, such as end sill handholds, tender sill 
steps, etc Electric locomotives used in either switching or road service must 
C0n - I 0rn 1 1 ° ^ le requirements prescribed for service in which locomotive is 
use ,' u no . exceptions will be taken to the equipping of an 
electric locomotive with appliances for both road and switching serv- 
ice, providing no part of one appliance interferes with the free and unob¬ 
structed use of any other prescribed appliance. 

(2) Use of a flat car or other car coupled to a road locomotive and used 
tor switching does not relieve the locomotive from meeting the requirements 
ot a switch engine at both ends. 


(3) ^ It is a violation of the order to use a road locomotive as a switch 
locomotive, but is generally allowed in cases of extreme emergency, when 
same is not used for more than one 8-hour shift. 

(4) In figuring percentage of air on a train hauled by an electric loco¬ 
motive, count each independently power-braked truck as one car. 

(5) Switch locomotives hauled dead in a train must have the safety 
appliances prescribed for switch locomotives. If footboards are removed, 
sill steps, end sill and pilot beam hand holds must be applied. 

(6) Road locomotives hauled dead in a train must have the safety 
appliances prescribed for road locomotives. If pilot is removed, sill steps 
and pilot beam hand holds must be applied. 

(7) Locomotives while equipped with snow plows or hangers are to be 
regarded as cars of special construction within the meaning of the order. 
Sill steps are not required on plows or hangers, but if provided must meas¬ 
ure at least 8" x 10", be not more than 16" above rail, and be located out¬ 
side of rails. (Inside face of ball.) 

(8) Snowplows may be closed on plow end, and coupler removed. 
This applies to both regular snow plows and plows affixed to cars. 

(9) Front pilot beam sill steps should preferably be arranged so that 
a man using same can stand in an upright position. 

Sub-Para. (XII) ELECTRIC, GAS-ELECTRIC, OIL, STEAM, AND GASOLINE 
MOTOR CAR SAFETY APPLIANCE REQUIREMENTS 

Hand Brake 

Number Each car shall be equipped with an efficient hand¬ 

brake which shall operate in harmony with the power 
brake thereon. (See Plate A and General Definition of “Hand Brake”). 

Location So located that it can be safely operated while car 

is in motion. 



96 


Number 

Dimensions 


in 


Pilot Sill Steps 

Two at each pilot location. 

Tread shall be not less than 8" in width by 10 
length and shall have a back-stop or flange not less than 
2" high at rear and inside edges. (Pilot sill steps may have metal or 
wooden treads.) 

Location One on or near each end of end-frame or on pilot, 

outside of rail and not more than 16", preferably not 
more than 12" above top of rail. 


Manner of 
Application 


Securely fastened with not less than bolts or 
rivets. 


Sill Steps 
Four or more. 

Minimum length of tread, 10" preferably 12". Mini¬ 
mum cross-sectional area, %" by 1 ^ 2 " or equivalent 
wrought iron or steel. Minimum clear depth 8' 


Number 

Dimensions 




Location 


One near each end or on corner of car under hand¬ 
hold. Outside edge of tread of step shall be not more 
than 2" inside of face of side superstructure. Tread shall be not more than 
24" preferably not more than 19" above top of rail. (On open platform cars 
with box sill-steps, other sill-steps are not required on platform end.) 


Manner of 
Application 


Steps exceeding 18" in depth shall have an additional 
tread and be laterally braced. Securely fastened with 
not less than %" bolts with nuts outside (when possible) 
and riveted over, or with not less than %" rivets. 

Side Door Sill Steps 


Number 

Dimensions 


Two or more. 

Minimum length of tread, 10", preferably 12". Mini¬ 
mum cross-sectional area, i/ 2 " by l 1 /^" or equivalent, 
wrought iron or steel. Minimum clear depth 8". 

Location One under each door, at opening side. Outside edge 

of tread of step not more than 2" inside of face of side 
superstructure. Tread shall be not more than 24", preferably not more 
than 19", above top of rail. 


Manner of 
Application 


Steps exceeding 18" in depth shall have an additional 
tread and be laterally braced. Securely fastened with 
not less than V 2 " bolts with nuts outside (when possible) 
and riveted over, or with not less than y 2 " rivets. 

Side Handholds 

Number Eight or more. 

Dimensions Minimum diameter, %" wrought iron or steel. Mini¬ 

mum clear length at vestibule location, 24", preferably 
30", with a minimum clearance of iy>", preferably 2"; at other locations, 


97 


minimum clear length 30", 
2", preferably 2%". 


preferably 36", with a minimum clearance of 


Location . Vertical, one on each vestibule door-post, one on each 

side of door at power-plant location; at doors other than 
power plant and vestibule entrance, one at opening of door, as nearly as 
possible over sill step. 


Vertical or horizontal, one on each end or on corner of car located over 
sill-step. Lower end of vertical handhold shall be not less than 18", nor more 
than 24" above center line of coupler; if horizontal, handhold shall be not 
less than 24" nor more than 30" above center line of coupler. 

Manner of Securely fastened with bolts or rivets. 

Application 

End Handholds 


Number Four or more. 

Dimensions Minimum diameter, %" wrought iron or steel. Mini¬ 

mum clear length 16". Minimum clearance 2", prefer¬ 
ably 2i/ 2 ". 


Location Horizontal, on each end of car, secured to end-sill, 

end-frame or superstructure; one over each pilot sill 
step; one near each side on end without pilot. Clearance of outer end of 
handhold, not more than 3" from end of end-sill or end frame; if located on 
superstructure, not more than 10" from side. 


One continuous end handhold, extending across or circular with the 
end-sill, end-frame, or superstructure, to within 3" of end of end-sill, or 
end-frame; or, if secured to superstructure, to within 10" of each side 
thereof, with minimum clearance of 2 ^/ 2 " between supports or fastenings, 
it may take the place of end handholds above specified. 

On end-platform cars there shall be one horizontal handhold on each 
side of each end on face of platform end-sill, projecting downward or out¬ 
ward. 


Clearance of outer end of handhold shall be not more than 16" from 
end of end-sill. (If construction of car requires, additional handholds 
and steps shall be applied to afford safe access to marker and headlight lo¬ 
cations.) 

Manner of Securely fastened at ends and intermediate supports, 

Application by bolts or rivets. 

End Platform Handholds 

Number Two or more (platforms equipped with safety gates 

do not require end-platform handholds.) 


Dimensions Minimum diameter, %", metal. Minimum clearance 

between supports or fastenings, 2", preferably 2%". 

Location Horizontal, from or near door post to a point not 

more than 12" from corner of car, then approximately 


98 


vertical to a point not more than 6" from top of platform. Horizontal por¬ 
tion shall be not less than 24" in length, nor more than 40" above platform. 

Manner of Securely fastened with bolts, rivets or screws. 

Application 

Hand Rails 

A safe and suitable handrail shall extend across each open end-platform 
to a point not less than 4" from each end of platform end sill, securely 
fastened with bolts or rivets. 


Number 
Location 
Manner of 
Application 

the ends of cars. 


Couplers 

Two. 

One on each end for car. 

Each car shall be equipped with couplers, coupling 
automatically by impact, and which can be coupled and 
uncoupled, without the necessity of men going between 
Couplers shall be attached in a safe and secure manner. 


Uncoupling Levers 

Uncoupling attachments shall be applied so they can be operated by a 
person from the left side when standing on the ground. Minimum length 
of ground uncoupling attachment, 42" measured perpendicularly from longi¬ 
tudinal center line of car to handle of attachment. 

Special Memoranda On Electric, Gas-Electric, Oil, Steam and Gasoline 

Motor Cars 

(1) 1 he reason only l * 1 2 * 4 5 /*/' clearance is required on vertical grab irons 
located on vestibule door post is that these grabs are only for use when car 
is stationary. 

(2) Alien a motor car is hauled dead in a passenger train, the un¬ 
coupling attachments must be operative from either side of train, which 
ordinarily means motor car must have a right uncoupling lever, or a double 
lever. If car is hauled dead in a freight train the uncoupling attachments 
must be operative from left side of train, which means motor car must have 
a left uncoupling lever, or a double lever. (Double levers should be applied 
whenever possible). 

(3j. Motor cars hauled dead in a train must have the safety appliances 
prescribed for same. If pilot is removed, sill steps and pilot beam hand holds 
must be applied. 

(4) Motor cars while equipped with snow plows are to be regarded as 
cars of special construction within the meaning of the order. Sill steps 
are not required on plows, but if provided must measure at least 8" x 10" 
and be not more than 16" above rail, and be located outside of rails. (In¬ 
side face of ball). 

(5) Snowplows may be closed on plow end, and coupler removed. This 
applies to both regular snow plows and plows affixed to cars. 





-Uncoopunq Machanism _ 


-F^e-peReNce Letters_ 

*A Report As [%FecTS Only When Worn Sufficiently _ . _ _ 

To Destroy Contour Lines By Allowinq LostMotkn (State Name Of Uncoupling MACHANiSMfouNpPEfKTivi) Brake Pipe & triple valve.) 
TO Approach RANQEA.fbi hi AsShownBy MCBQauge. si uncoupling Lever Bent (P) " «3 CuTOujCocrt Defective .<£.). 

’B* Inspectors Most Bse^udgement In Petermininq 32 Uncoupling, Lever Broken to. CutOut Cocr Missinq. 

Pepkts Of This Class; See That The Car Is Standing 33 Uncoupling Lever Missing 71 Cylinder Casting Defective 

O* Approximately leyclTracr Before Measurements 34 Uncoupling LeverWronqOr'ncorrectly Appl\ep.(C) 7z Cylinder Loose 


..United States Safety Appliances — 


Are Taken . State Height 
C Pescribe PePtcTs 

P‘ Report As Pefxcts^ken Unsaid Or Inoperative 

- -CooPLEn ■ 

£*ta ,t e Names Of Couplers &T>rts Found Pefective) 

1 Coupler Ropy Broken 
Z Coupler Boot Missinq. 

3 Coupler, Bopy Worn.(A) 

4 Coupler Too Hiqw. (B) 

5 Coupler Too Low. (B) 

Q> Carrier Won Loose 

7 CouplerRear Lno Attachments Defective (p-CJ 
(Report Coupler YoKE,5ioe Rod. KEYS.SrRmqs And 
Followers,And Fr.ction Draft Attachment 

Pound OerecTive.) 

6 . Draft Gear PerecTivc (j?-C.) 

(Report Broken Draft Bolts AndDrapt arms 
Found Defect wt ) 

-Hjyockle._ 

S Knuckle Broken 
>& Knuckle Missinq 
1 1 Knuckle Worn ( A) 

12 Knuckle Wronq (P) 

13 Knuckle Pin BeNT 

j 4 Knocrle Pin Broken. 

ISrtNUCRLe PlN Mi.SSIN 


(Under This Head Report UncooplinqLevers Too 13 Reservoir Casting Defective 

Lonq, Too Short,Or Otherwise Of Wron^ Dimehsiok^ 74 Reservoir Loose 
OrNot Havinq Required Clearance AroundHandle) 75 triple Valve Defective^) 

35 Uncoupunq Lever. Disconnected 
3% Uncoupling Lever Inoperative 
37. Uncoupling lever Handle Too low 
sb. Uncoupu nq LeverStop Broken Loose OrIncorrectlv 
Applied (C) 

33 Uncoupling LeverStop Missinq (Defects 37.3a 
An p 33 Apply Only ToLevers Of The Push Down Type') 

4 Q UncoupuhqChain Broken 


CB BRANCH Pipe DEFeCTWE^REFERSToCoNNNCCTlON &ET«ttN IOT LADDER TREAD WITHOUT FooT-G^RD 

>oa. Ladder Tread Mot Having ProperClearance 
109 Ladder Treads Incorrectly Spaced. 
no Ladder Stile Bent. 
nt ladder Stile Broken 
ii2 Ladder Stile Loose, 

113. ladder Missing Or Loose (C) . 

)i4. Ladder Incorrectly Applied(<L). 

H5. Ladder incorrectly Located (£.) 
nt. End ladder Clearance Inadequate CC). 

_Running Board_ 

(Report Latitudinal Extension Under, 
Following Numbers And Describe ) 
in. Running Board Broken 
iia. running Board Loose. 

119 Running Board Missing 


- Cla.ssificp.tioh Of PefetCTS To Be 


76 Triple Valve M issinq 

77 RelfaseValve Pefective Ijl) 

78 Release Yalve Missing 

79 Release Rod Pefective (£.) 

80 Release f\oo Missing 

81 Release Rpo Disconnected 

tt Retaining Valve Defective Or Loose (c). 


p). 


ic Knuckle Pin Worn (>\) 

17 Knuckle Pin vCnoNQ.(A 1 

_LocR Blocr. 

i&.Locr Block Bent 
is. Locr Block, Broken 
20 Lock Block Missing 
Z\ LOCR Block Worn (A). 

£2. Locr Buock, Pisconnected 
23 Lock Block Wrong (P) 

C4 Lock Bloc* ^noteratve 
23 Locr Blocr V\by Missing 
C w Locr Blocr TR'QQcR Missing 
27 Loct\ Scr Missinq 
£8 Locr Lipt Bent OrBroktn 
23 LOCR LIFT Disconnected Or Missing (C). 


41. Uncoupling Chain Missing 

42 Uncoupling Chain Ringed 

43. Uncoupling Chain Too Long . 

44 Uncoupling Chain Too Short. 

_End Loc.r_ 

45 End Locr Or Casting Bent 

44 End Locr Or Casting Broken 

47 End Locr Or,Casting Loose. ($?) 

45 End Locr Or Casting Missing 

43 End Locr Or Casting Wrong (P) 

_ReEPtR_ 

so Reepcr BeKi 
51. Reefer Broren 

52 Reefer loose (P3 

53 REEPER M' 5 SING 

54 REEFER WRONG (p^ 

_Yisiblc PA8TS O Air Brares _ 

S5. Air B*fcRt Cut Out 


83 Retaining Yalve MissinqOrIncorrectly Appuep(P)! 12.0 Running Board Y(rong Dimensions (t). 

121. Running Board Mot Proplrly secured 
T oOfV <£■)■ 

1 zz. Running Board Brace Broken 
iZ3 Running Boaro Bracs Loose. 

124 Running Board Brace Missing 
125, Running Board Cleat Broren 
I2G. Running Board Cleat Loose 
i27 Running Board Cleat Missing. 

_Brahe Shaft_ 

) 3 o Brare Shaft bent 
i 3 \. Brake Shaft Broken 
132 . Brake Shaft Loose. 

133 Brake Shaft Missinq. 

134 Brake Shaft WRoNq Dimensions (C) 

135 Brake Shaft Helded. 

134. Brake Shaft Incorrectly Applied 
137. Brake Shaft Top Not Missinq. 


84 Retaining Pipe Defective 

85 Retaining Pipe Missing 

BA Piston Travel ExcEssivr .(Report As Pefcct 
When Travel Exceeds Ten \nches) 

&7 PUsh Rod Defective. (C.) 

88. PUsh ^od Missinq. 

X 89 Air Brake Inoperative 

_Handhold_ 

(In REPORTING DEPECTSTo HANDHOLD AND 
Handrail. State Location Op Same) 
so. Handhold Bent. 

31. Handhold Broken, 
rs. Handhold Loose 
S3 Handhold Missing 
34 Handhold Wrong Dimensions. ($2). 

95 Handhold HotHavinq Proper Clearance 
sl Handhold \ncorrectly Applied (C) 

. Handrail.- 


148 Ratchet Wheel Missing 
H9 Ratchet Wheel Incorrectly Applied 
iso. Ratchet Wheel Wrong Pimensions Or 
Insufficient Teeth (t) 

_Braise PAwi_ 

151. Brake Pawl Broken. 

152. Brake Pawl Loose. 

V53. Brake Pawl Missing 

154 Brake Pawl In operative (.C). 

156. Brake Pawl Incorrectly Applied (£.). 
>54. Brake Step Broken 

157. Brake Step Loose. 

1 sc Brake Step missing. 

)53 Brake Step Incorrectly Applied vp) 
igo. Brake Step Wrong Dimensions. ($.) 
igi. Brake Step Brace Bent (J?) 

142 Brake Step Brace Broken 
u.3. Brake Step brace Loose 
)44 Brake Step Brace Missing 


T^potct 

3 BRAKE CHI 


TED.. 


iss. Brake tHAiN Incorrectly Secured To Shaft. -5raKe Beam - 

190. Brake Chain incorrectly AppliepOrTooLong(Q232 Brake Beam Or,Attachments Defective 


_Hand Brake Rop._ 

191 Hand Brake Rod Disconnected 
132. Hand Brake Rop Broken. 

>33 Hand Brake Rop Missinq. 

134 Hand Brake Rop Too Long 

_Top Truck, R;od_ 

195. TopTruck Rod Disconnected 

'94*. TopTrucr Rod Broken 

>97. Top Truck Rod Missinq. 

i3G Top Truck Rod Improper l.enqth. (P). 

_Bottom Truck, Rod._ 

199. Bottom Truer Rod Disconnected. 

200 Bottom Truck Rod Broken . 

201. Bottom Truer Rod Missing 

202. Bottom Truck Rod Improper Length (p), 

_Cylinder Rod_ 

203 Cylinder Rod Disconnected. 


_Side Door Sili. Stcp_ 

xzc4. Side Poor Sill Step Bent 


(Report QuipePins Missing On Outside HONQX 2 L 5 . Side Door Sill Step BpoKEN 


!g»5 Bkake Step Space incorrectly Applied Ox 204 Cylinder Rod Broren. 


Wrong Dimensions (p). 

_Brake Shaft Stirrup- 

1 Uo. Brake Shaft 5tirrop Bent. 

147. Brake Shaft Stirrup Broken 
ice. Brake Shaft Stirrup Loose 
il 3 Brake Shaft Stikrup M\s.«,\ng. 
no. Brake Shaft Stirrup Wronq ip) 

_Brake Shaft Support- 

111. T° r ’ Brake Shaft Bracket Broken 

172. Top Brake Shaft Bracket Loose 

173. Top Brake Shaft Bracket Missing 

174. Top Brake Shaft Bracket Ihcojiaectly Arruep 

175. Brake Shapt Support Loose 


205. Cylinder I^od Missing. 

204. Cylinder Bop Improper Length (£) 

_Dead Lever Fulcrum_ 

207 Dead Lever Fulcrum Disconnected 
208. Dead Lever Fulcrum Broken. 

203. Dead lever Fulcrum Missing 

-Floating Lever Fulcrum_ 

2i 1 Floating Lever Fulcrum Broken 

212 Floating Lever Fulcrum Loose. 

213 Floating Lever Fulcrum Missing 

_Cylinder Lever_ 

*44. Cylinder Lever Disconnected 
215 Cylinder Lever Broren 

2 ib Cylinder Lever Missing 


54 Cylinocr&Triplc Not Cleaned Within 12 MoNTHSix 97 Handrail Bent Or.Hot Having Prope.r 


Give Date Of Last Cleaning 
ft! Cylinder & Triple Cleaned,No Date 
35 Air Hose Missinq 
59 Air Hose t^rEcywe ((C) 

Co Anqle Cocr M»3Sinq 
61 Angle Cock Defective 
C2 Angle Cock Handle Broren 
63 Anqle CocR Handle Missing 
m Brake Pi^e Broken 


(Randrails Pertaining) 
(To Tank Cars .Tenders, } 
ETC. 


Clearance CC-P) 

X 98 Handrail. Broken 
x 95 Handrail Loose 
xioq Handrail Missing 
xi01. Handrail Y(RONG Dimensions.^) 

XJ 02 . Handrail Incorrectly Applied (C) 

_Ladder- 

(In ^EPOR-pnG DEPecTivt Ladders State. 
SidcOrE.no.) 

103. Ladder Tread Bent 
104 Ladder Tread Broken 


174. Brake Shaft Support Missing __ ,_, _ . 

138. Brake Shaft Cotter F\ey At Bottom Missing m. Brake Shaft Support Incorrectly Applied zn Cylinder Lever Guide F^fective vt) 

Or Brake Shaft Hot Properly Secured To -Ratchct Brahe_ _Floating Levef\_ 

Prevent Being Raised Out Of Operating C 5ta " te HameOf Ratchet Brake Found Fefectiv^eib Floating lever Piscohnected 


Position . x ns. ratchet Lever Broken 

J -BrakeWheei_ xits Ratchet Lever Missing 

39. Bnxnc Wheel With ^sufficient Clearance X1SO Ratchet P^wl Broken 


<45 Brake Pipe Loose 

w us^..l wiMr.-wnnu^iLv-wnr.^w 64 ANQLE CoCR BRACKET PEPECTWfc 

36 Locr UFT Wrong Or Incorrectly Appued(c-p) x 67. Cohdoctihg Pipe ^efectivc^Refcrs to Connectioh ids Ladder Tread Loose 

Between Brake Cylinder & Reservoir) »06 Ladder Tread Missinq 


140. Brake Wheel Bent (P) 

141. Brake Wkeel Broken 

142. Brake Wheel Loose. 

143. Brake Wheel Mis&ihg 

144. Brake Wheel incorrectly Applied 
145 Brake Wheel Wrong Dimensions 

_Ratchet Wheei- 

>44. Ratchet Wheel Broken 
i4i Ratchet Wheel Loose 



xiai. Ratchet Pawl Missinq 
XIS2 Ratchct Pin Or YRet MissingI Brake Wheel 
x'53 Ratchet Cap missihq. 

XJ84 tyacHtT Qcar Broken 

_Brake. Chain- 

185, Brake Chain Pisconnected. 

)&<•. Brake Chain Brorch. 

)87 brake Chain Missinq 
1 as. Brake Chain Wrong t 7 ) mensions 


213. Floatinq Lever Broken 

220. FloahhqLever Missing. 

221. Floating Lever Quide Defect we vQ) 

-Truck Lever _ 

222 Truck Live Levsr Disconnected 

223 Truck Live Lever Broken 
224. Truck Live Lever Missinq 

225 Truck Pead Lever Pisconnected 
2t4. Truck Pead Levcr Broken 

227. Truck Pead Lever Missinq 


Brake Be am 5 Only”. 

233 Brare Beam Fulcrum Pefective CC ) 

234. Brake Shoe Missinq 
235 Brake Shoe I^ey Missinq 

_Brake Hanqer- 

234. Brake Hanger Benr (P) 

23T Bra re Hahqer Broken 
238.Brake Hanqer. Missinq. 

233 Brake Hanqer Wronq (CrP). 

240. Brake Hanqer Support Pefective (C-P) 

241. Brake Hanqer Connecting 
Missinq (State Location ) 

zaz Brake Hanqer Connecting Pin 
Wrong (5>tatl Location) 

_Cotter Keys For Foundation_ 

_Brake K'^Q'p^. _ 

243 Br4re Hanqer Pin Cotter Key MvssiHq 

(State Location) 

244 Floating uEverConnecting pin Cotter 
Key Missinq 

245. Cylinder Lever Connecting Pin Cotter 
Key Missing 

244. Pead Lever Connecting Pin Cotter 
Key Missinq. 

241 live Lever Connecting Pin Cotter 
Key Missing 

_Hand Brake _ 

x 250 Hand BKAKe Inoperative (c) 

X25i Hand Brake Inefficient (C) 

_ Sill Step_ 

252 Sill Step Bent 

253. Sill Step Broken 
254 Sill Step Loose 
255. Sill Stef Missing 

254. Sill Step Wrong Pi pensions 

28t Sill Step Incorrectly Applied.(£.) 

-Platform 5\ll Step_ 

(Hangers And Backstops to berefortcd 
Under Following Numbers And Described \n 
Column Cover'mq Remarks) 
isa Platform Sill Sitr Bent 
259 Platform Sill Step Broken 
240 Platform 5ill Step loose. 

Em. Platform Sill Sitr Missing 

262. Platform sill step wrdng Pimensions. 

243. Platform Sill Step Incorrectly Afflied. (£) 


X244 Si pe Poor Sill 5tep loose . 

X26T. Side Poor Sill Step Missinq. 

X2t» Side Poor Sill Step Wronq Pi mensions. 

X249 Side Poor Sill Step Incorrectly 
Applied (£.) 

_Foot Board Sill SltP- 

X270. Foot Board Sill Step Bent 
x27i Foot Board Sill Step Broken 
X272. Foot Board Sill Step Loose 
X273. Foot Board S(ll Step Missinq 
X274 Foot Board Sill Step Wronq Dimensions 
X275 Foot Board Sill Step Incorrectly Applied^ 
Pilot Sill Step 
X274. Pilot Sill Step Bent 
XZTl Pilot Sill Step Broren 
X278 Pilot Sill Step Loose 
X279 Pilot Sill Step Missinq 
X2S0 Pilot Sill Step Wromg Dimensions. 

Xt8V Pilot Sill Step Incorrectly Applied(C.) 
(Step TooHiqhOr Too Low IS Incorrcctlt 
Applied) 

ST^P ^c>R Headliqht. 

X286. Step For Headliqht Bent Or Broren 
X287. Step For Headliqht Loose 
X288. Step For, Headliqht Missinq 
Power Bra^e 

*289 Power Drwinq Wheel Brake Missing 
X290. Power TRwnq Wheel Bra^e Defective (C) 

X.29I Locomotives Noy Equifpcp With AtfliANCES 
FoROPERATiNq Brare Systems. 


Note:- 

item=> Marked”X*ARe Not Shown On 
Prawinq Account Ho Provision 











































































































































































































































































































































































































































































































































































































































































































































































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99 


Sub-Para. (XIII) GLASSIFICATION OF DEFECTS TO 

BE REPORTED BY GOVERNMENT INSPECTORS 

Government Inspectors are sent out to check the equipment of all common 
carriers, and in addition to reporting any violations of the Law and Order, 
are instructed to report defects. These defects are listed on bottom of the 
attached print showing location of car safety appliance defects. 

In regard to what constitutes a “penalty” defect and what is meant by a 
“reportable” defect, such classification has never been attempted by the Bureau of 
Safety, as it is quite impracticable. The classification of Safety appliance defects 
to be reported by inspectors as of July 1, 1920, quoted herein, is based upon the 
law and the rules of the American Railway Association. Whether any single 
defect or combination of defects mentioned in this classification would subject 
the carrier to penalty or not would depend entirely upon whether or not such 
defect or combination of defects resulted in a violation of law; as, for instance, 
a loose carrier iron is a reportable defect but a carrier could nor be penalized 
for moving a car with a loose carrier iron unless the defect resulted in a coupler 
of less than the legal height. A knuckle pin, for instance, is a reportable defect, 
but it would not result in penalizing the carrier unless the broken pin made the 
coupler inoperative; in other words, there are certain definite conditions prescribed 
by law which must be observed by carriers in the equipmeht and movement of cars, 
and any defect or combination of defects which prevent these conditions from 
being complied with subject the carrier to the penalties prescribed by law. You wlil 
readily understand that no classification or rules can be laid down which will 
specify what is a penalty defect and what is not. 

General Note 

Throughout this paragraph on Safety Appliances, reference is made to 
Plates, such as Plate A, Plate B, etc. These Plates are not published herein, 
but may be studied or read in conjunction with this paragraph by obtaining 
any one of the several books issued covering official safety applances. 


) 

) 


100 


Para. 9. WHEELS 

Sub-Para. (I) GENERAL INFORMATION 

There is no more important part of a car, freight or passenger, than the 
wheels, and inspectors must be thoroughly acquainted with their various 
features. 

There are four classes of wheels in common use, cast-iron, cast-steel, 
rolled-steel, and steel-tired. 

Cast iron ivheels are manufactured by pouring into moulds, a mixture 
consisting of approximately 97% iron and 3% combined carbon, sulphur, 
manganese, phosphorous, and sillicon. There is no A. R. A. specification 
regarding the chemical composition of the wheel but certain tests are pre¬ 
scribed which the wheel must be able to comply with before being accepted 
for service. The mixture is poured at a temperature of approximately 
2200° F into a specially prepared mould so arranged that the moulten metal 
makes contact with a chiller at a point which is to form the tread and flange 
of the wheel, and this results in a chilling that hardens and gives the required 
degree of wear. On a 33" wheel this chill should extend to a minimum 
depth of and a maximum depth of 1". 

After casting, the wheels are placed in an annealing oven where they 
remain for 7 days. Following this treatment they are sandblasted and 
then taped. Taping means the measuring of the circumference of the tread 
at a specified distance from the rim and this must be carefully done in 
order that the variation of the different tape-sizes of wheels is not greater 
than y 8 of an inch. Wheels are then weighed and if found to be a given 
amount under weight are rejected. 

The tests to which cast-iron wheels are subjected are termed the Drop 
and Thermal tests, the former consisting of dropping a weight on a wheel 
from a specified height a certain number of times, and the latter of sur¬ 
rounding wheel with moulten cast iron. This is done by placing wheel 
flange downwards in sand and moulding a channel l-i%" wide and 4" deep 
around it. Two minutes after pouring ceases the gas generated in core is 
ignited, breaking the ring and relieving the pressure. Any crack found 
extending through or into rim will decide that the wheel has failed. If 
the selected wheel fails under either test all wheels of the tape-size in ques¬ 
tion cast from that particular run of metal are rejected. Following these 
tests each wheel is subjected to a rigid surface examination after which it 
is ready for mounting for service. 

In mounting cast-iron wheels, the wheel seat is bored out at a cutting 
speed not exceeding 40 to 50 feet per minute. Wheel fit is generally cham¬ 
fered slightly to make it easier to get the wheel in position for mounting on 
the axle. Wheels are carefully pressed onto axles at a pressure of 40 to 60 
tons for an 80 capacity, increasing proportionately for heavier wheels and 
decreasing for lighter. Wheels are mounted by straight fit of axles and 
wheel seat. \\ hen mounted, wheels are gauged to see that distances between 


101 


flanges, etc., are correct. The requirements for cast iron wheels to be 
placed under oars are shown below: 



Cast steel wheels are cast in a revolving mould, the first metal entering 
the mould being treated with ferro-manganese in its passage from the ladle 
to the mould. There are no A. R. A. specifications covering the chemical 
composition of the steel wheel but as in the case of the cast-iron wheel, it is 
subjected to tests. The centrifugal action due to the revolving table forces 
the managanese steel to the circumference of the mould where it forms a 
hard, tough tread and flange. The manganese steel is immediately fol¬ 
lowed by, and blends into, a soft, ductile steel which forms the plate and hub. 

The tests for a cast-steel wheel consist of a Drop, Thermal and Flange 
Test. The first two correspond to those for cast-iron but in addition they 
are given a Flange test by applying static loads in a lateral direction to the 
flange, and by impact in a lateral direction to the flange. Cast-steel wheels 
are taped for size the same as cast-iron excepting that the variation in sizes 
must not exceed 1/32 of an inch. 

Wheels are then mounted as described for cast-iron excepting that the 
pressure for an 80 M wheel is 60 to 80 tons, and increases proportionately 
for heavier and decreases for lighter. 

Rolled steel wheels are manufactured from a specially prepared steel 














































102 


made by the basic open-hearth process conforming to the following require¬ 
ments as to chemical composition: 


Carbon .. 

_ 0.65 

to 

0.85 

per 

cent 

Manganese . 

. . . . 0.55 

to 

0.80 

per 

cent 

Silicon . 

_ 0.10 

to 

0.30 

per 

cent 

Phosphorus, not over. 



0.05 

per 

cent 

Sulphur, not over. 



0.05 

per 

cent 


The steel is tapped into ladles and poured into ingot molds which are 
filled from the bottom in order to reduce the occlusion of gases and insure 
sound ingots. The composition of the steel is carefully controlled during 
the making by chemical and physical tests of each heat. 

The ingots are allowed to cool and are then cut into blocks in slicing 
lathes, the size of the block depending upon the size and type of wheel to be 
made. The blocks are carefully inspected and those which pass inspection 
are reheated in a special type continuous furnace which brings the entire 
block gradually to a uniform forging heat. The block is carried to a 60,000 
ton hydraulic press, where it is flattened to approximately the width of the 
wheel rim. The center is then punched out and the block placed in a set 
of dies and pressed to resemble the shape of a wheel. At this stage, it is 
called a blank. When the blank comes from the dies it has a hub of the 
correct dimensions. It is transferred immediately to the rolling mills 
which consist of 7 rolls from which it emerges correctly shaped. 

The wheel is next transferred to a 2,500 ton hydraulic press where it is 
dished, giving the hub the required offset from the rim. After the wheel 
comes from the press, it is allowed to cool and the hub is then bored and 
faced and the witness groove showing the limit of wear is cut in the outside 
of the rim. The wheel is then measured and marked with the tape size, 
after which it is ready for mounting. 

Rolled steel wheels are not taped in the same way as cast-iron and cast- 
steel, but are manufactured in certain sizes to exact measurement. They 
are mounted in the same way and at the same pressure as cast-steel wheels. 

Steel tired wheels are made by shrinking a steel tire over a cast wheel. 
Other methods of applying the steel tire are by the aid of a retaining ring 
(similar to the manner by which a tire is fitted to an automobile), or by 
bolting. Mounting is the same as for other wheels, the pressures employed 
being those for cast iron wheels. 







103 


The descriptive parts of a car wheel are shown in the following diagram: 



Further information on wheels can be obtained from the following pub¬ 
lications :—“The Car Wheel,” issued by the Brotherhood of Railway Carmen 
of America; “The Chilled Iron Car Wheel,” by George W. Lyndon; “The 
Chilled Iron Wheel,” by F. K. Vial, and article on Rolled Steel Wheels in 
the Railway Age of March 11th, 1922. 

Sub-Para. (II) CLASS OF WHEEL TO BE USED 

The general practice on our road is to use rolled steel wheels on the 
passenger train equipment, and chilled cast iron wheels under freight. 
However there are some exceptions covered by current circulars, but a car 
intended to be equipped with wrought steel, cast-steel or steel-tird wheels, 
and so stenciled, if found with cast-iron wheels, must be changed to proper 
standard, and at junction points particular care must be used by inspectors 
of equipment coming to use from connections and proper record and billing 
made. 

Details of wheels are to be used under system equipment are given under 
“General Information.” 

Sub-Para. (Ill) WORN THIN AND WORN VERTICAL FLANGES 

The office of the flange is to direct the truck, and, therefore, one flange 
or the other is in almost continuous contact with the rail and subject to 
rubbing or grinding under considerable pressure. This is especially true 
when traversing a curve, where the flange pressure amounts to 10,000 to 




















104 


20,000 pounds under ordinary operating conditions, and impacts may, of 
course, momentarily double these amounts. This continuous grinding in 
the absence of lubrication, results in flange wear. 

The limit of flange wear for cast iron wheels under freight cars of less 
than 80,000 capacity, is 15/16", gauged at a point %" above tread. Also 
the wheel must be removed if the flange has a flat vertical surface extending 
1" or more above tread. On passenger cars the flat vertical surface must 
not extend more than %" above tread. Under cars of 80,000 capacity and 
over, the minimum flange thickness is 1", gauged at a point %" above tread, 
while the flat vertical surface of flange must not be more than %" in height. 
All steel wheels whether in freight or passenger service shall be taken out 
of service if the flange has a flat vertical surface extending 1" or more 
above tread, or if the thickness of the flange is 15/16" or less, measured 
at a point %" above tread. 

Sub-Para. (IV) TREAD WORN HOLLOW 

Wheels which have tread-worn hollow may be removed, but the amount 
of wheel which shall be worn in the tread to warrant its removal from serv¬ 
ice is left largely to the judgment of the car inspector. The idea is that 
wheels should be removed when worn sufficiently to permit the rim to project 
far enough below the top of the rail to render it liable to breakage when 
passing over frogs, or when the flange becomes so high that its end is likely 
to strike the bottom of flangeways. When wheels are worn excessively 
hollow, damage is done to the track at frogs and crossings on account of the 
overhanging rims and the high flange, which causes excessive pounding, 
resulting in .rapid deterioration of track at these points and often track 
bolts are cut off. It is the practice in track work to allow a minimum of 
% inch for flange clearance at the bottom of flangeways in frogs, crossings, 
guard rails, etc. This allows for the tread to wear down % inch before the 
flange would strike frog and crossing fillings on new rails. It is customary 
in the heavier rail sections to allow more than % inch below the end of the 
flange. This is a ma.tter which needs attention locally to meet the daily re¬ 
quirements of service. 

The minimum amount a wheel shall be worn hollow is not specified for 
freight service, but is generally conceded to be 3/16". (In substance, this 
means that the amount worn is based on the distance named below the rim. 
For passenger service this is to be % inch. Wheels of ordinary taper of 1 
inch in 20 inches can be worn % inch from original contour at throat before 
they become 3/16 inch hollow.) 

Worn hollow is the legitimate condition of worn out wheels. In the 
lighter capacity cars, the percentage of wheels removed for that cause is 
large, while in the heavier capacity cars flange wear is greater and also all of 
the heat defects are in greater evidence, hence, the percentage of worn tread 
wheels is reduced. Wheels which crowd the rail on one side or the other 
should be very carefully observed. A set of suitable wheel gauges with 
complete instructions, will be sent to any station on the system making 
request for same. 


105 


Sub-Para. (V) BRAKE BURNT WHEELS 

In brake-burnt wheels, the tread is broken up in fine hairlines running 
parallel to each other across the tread of the wheel, generally covering a con¬ 
siderable portion of the circumference. 

In extreme cases the cracks may open considerably, even though no metal 
is broken away; this is brought about by the rapid heating and cooling of 
the tread over the area covered by the brake shoe. 

In freight service brake-burnt wheels are developed in great numbers in 
sections of the country where heavy grades are most frequent and where the 
tonnage per effective brake is greatest. On heavy grades the brakes are ap¬ 
plied to control the speed and therefore the action may be prolonged in¬ 
definitely. Under such conditions there is very little danger of sliding the 
wheels, hence the entire circumference becomes intensely heated, and when 
the heat becomes excessive and is generated in a sufficiently short period of 
time, it will cause the metal to break up into fine heat cracks, which have 
already been described. 

In most trains there are a number of cars in which the brakes are in¬ 
effective or cut out. The effect of this is to increase the tonnage to be con¬ 
trolled by the remaining cars having effective brakes, and even under these 
unfavorable conditions there is not much danger of burning the treads of 
the wheels if the brake shoes are in proper position; but for various reasons 
the brake beam is not always central and one shoe may overlap the rim while 
the other crowds the flange. 

The pressure on the shoe is not changed on account of its position, hence 
when the bearing area is reduced the pressure and the resulting heat per 
square inch are increased in the same proportion as the bearing area is de¬ 
creased. This accounts for the number of brake-burnt rims and also for 
cracked flanges when the shoe bears heavily on the flange. 

This condition is also quite likely to crack the plate of the wheel on 
account of the expansion at the rim while the tread of the wheel near the 
flange is cold, which produces a strong leverage, throwing the front plate 
into tension to such an extent as to some times cause the metal of the front- 
plate to fracture for a distance long enough to reduce the pressure. 

When a chilled iron wheel has become brake-burnt and is kept in service, 
the subsequent pounding disintegrates the metal which drops out little by 
little and results in a condition called “Comby from Brake Burn.” This 
leaves the metal in a ragged condition, as the plane of cleavage is radial or 
perpendicular to the tread, and small particles of metal break off more or 
less irregularly. 

In this connection it is well to mention slid-burnt wheels. When a 
wheel slides, an intense heat is generated almost instantaneously, and the 
metal is rapidly worn away, leaving a flat spot, often showing a fine network 
of haircracks around the area of the flattened surface. This condition 
usuallly appears in spots about two inches long, either singly or at various 
parts of the same wheel. If the slid-flat spot is not large enough to require 
removal and the wheel remains in service, the metal which has been disin- 


106 


tegrated by the heat may break up and drop out, resulting in a condition 
known as “Comby from Sliding.” 

Sub-Para. (VI) SEAMS 

There are two classes of seams, known as the undeveloped seam (or blue 
fracture) and the developed seam. The blue fracture cannot he detected 
until the surface metal (usually about thick) is broken through, dis¬ 
closing the seam below. This type is a foundry defect and can he avoided 
by pouring iron of the proper temperature in casting the wheel. The cause 
for undeveloped seams results from the iron when poured into the mold 
first filling the lower part of the huh and then traveling through the bottom 
plate and brackets, filling up the flange. The section of the mold forming 
the flange is thin and the upper part is formed by the metal chiller. It will 
be readily seen that the metal in the flange would be cooled somewhat by 
passing over the cold sand of the mold and coming in contact with the 
chiller. This metal is also not stirred or mixed by the subsequent metal 
entering the mold, as it flows on top of that which forms the flange. It is 
evident that the metal in the flange has already set solid and has started to 
contract, while the metal above the throat is still in a pasty condition, with 
the exception of a thin layer of surface metal which was quickly cooled by 
contact with the chiller. The more rapid cooling and contraction of the 
metal in the flange, as compared with that of the tread, tends to cause a 
separation, or seam. This is only true, however, where the iron when 
poured is not of a sufficiently high temperature to set homogeneously 
throughout the tread and flange section. 

The second type—the developed seam—occurs in wheels of low chill, and 
is usually progressive, starting in small cracks in the throat which eventually 
unite into a line representing a crack through the chill, which may progress 
through the gray iron and result in a broken flange. This type can be 
eliminated by avoiding extremely low chill in the manufacture of wheels. 

ARA rules specify that owners are responsible for seams yy long or over 
at a distance of or less from the throat of flange, or seams 3 or more 
inches long, if such seams are within the limits of 3-%" from a point on 
flange %" above base line. However, it has been found that undeveloped 
seams are invariably of consideraole length, and as they constitute a serious 
element of danger in train operation, and ABA rules do not demand the 
seam to be visible, it will be our policy to remove wheels developing longitud¬ 
inal seams within the 3-%" limit from flange which show on the surface 
even if only y 4 in length. Tests made by breaking away the flange of a 
wheel with a longitudinal seam have exposed seams varying from 12 to 30 
inches in length, although only y 4 " to 1" showed on surface. If necessary 
to justify removal for purpose of ARA billing, flange may be broken off to 
expose the full seam. 

Sub-Para. (VII) ORACKEI), CHIPPED OR BROKEN 

FLANGE 

Remove wheels with cracked flange, or chipped flange, if it exceeds 1%" 
in length and y 2 " in width. Particular attention is to be paid to chips on 
face of flanges, due to subsequent service causing further chipping. 


4 


107 


Sub-Para. (VIII) SLID FLAT WHEELS 

Freight car wheels are not considered safe for movement if flat spots are 
%V2' or more length, or if there are two or more adjoining spots 2" or 
over in length. Wheel must be removed, whether spots are flat, shelled, 
or comby-from-sliding. 

Passenger car wheels are not considered safe if spots measure 1" or more. 

It is generally conceded that slid flats, comby and shelled spot are caused 
by wheel sliding. Sliding often occurs just before a train comes to a stop 
on account of greater efficiency of brake shoe as velocity of wheels decreases. 
Sliding over a few feet is known as skidding, and the small contact area is 
intensely heated, balance of wheel being comparatively cold, putting same un¬ 
der intense compression, being absolutely restrained around its circumference. 
The line of least resistance is toward center of spot extending downward 
into the metal sloping in all directions and receding from center. The 
contraction is just as rapid and the subsequent blows break out pieces of 
metal causing the typical shell out which resembles in appearance an inverted 
oyster shell. 

Where wheel slides a greater distance, more metal is worn away and 
area of contact is increased, giving a larger area to receive the heat and the 
temperature is reduced accordingly. The heat in this case causes disintegra¬ 
tion of metal, forming a net-work of hair line cracks, which subsequently 
break out, giving the typical “comby-from-sliding” spot. 

If sliding continues over a still greater distance, a typical slid flat spot 
is produced, with which we are all well acquainted. 

Wheels are often found that are not both affected on the same plane— 
that is, are not both slid-flat, comby, or shelled out—and this will be found 
to be due to the following conditions, either singly or in connection:—(a) 
Unequal pressure imposed when car is going around a curve; (b) Load 
unequally distributed, resulting in greater weight on one wheel than the 
other; (c) Variable condition of rails, such as one being dry, sandy, wet 
or oily, and the other say normal: the wheel skidding on an oily rail would 
create much less friction than the other wheel skidding on say a dry wheel, 
resulting in greater wear to one than the other; (d) Uneven bearing which 
results when one wheel crowds the rail and the other runs near rim: this 
makes any flat spot formed by skidding close to the throat on one wheel, 
but near to the rim on the other: when wheels resume normal running the 
former may pound the rail continuously while the other will be protected 
from it and possibly be eliminated altogether by the wearing action of the 
brake-shoe. 

Sub-Para. (IX) SHELLED OUT WHEELS 

The term “shelled out” refers to spots on the wheel where the metal has 
dropped out from the tread in such a way that a raised spot is left in the 
center, with a cavity more or less circular around it. In this case, in addi¬ 
tion to the .radial lines of cleavage there appears a holding element of the 
particles, making the wheel parallel to the surface of the tread, and therefore 


108 


the bottom of the defect is more or less smooth, somewhat resembling an 
oyster shell. 

The cause of shell-outs does not seem to be as self-evident as that of 
comby wheels. The conditions which exist and give rise to shell-outs will, 
therefore, be described in detail. 

The maximum air brake pressure is adjusted for the light weight of the 
car, hence wheels are not as likely to slide under loaded cars. Sliding often 
occurs just before a train comes to a standstill. This is occasioned by the 
greater efficiency of the brake shoe as the speed of the train decreases. The 
greatest frictional .resistance between the wheel and the brake shoe occurs 
just as the wheel is about to stop revolving and often at this point exceeds 
the frictional resistance between the wheel and rail, in which case the 
wheel begins to slide. After the wheel once begins to slide, the friction be¬ 
tween the wheel and the rail is very much lessened and sliding will continue 
until the brake pressure is reduced. 

When the sliding is over a distance of only a few feet before the car 
comes to rest, the term “skidding” is applied and then a small skidded 
spot, the size of the area of the wheel in contact with the rail is produced. 

A flat spot no larger than the contact area shown is not sufficient to 
cause the removal of the wheel, but the subsequent blows received in regular 
service very often result in the metal breaking or shelling out around the 
surface of this contact area, forming a shelled-out spot. 

During the time the wheel is sliding all the mechanical energy repre¬ 
sented in the resistance to motion is transfered into heat through the 
agency of friction; and as mechanical energy and heat are mutually con¬ 
vertible, the exact amount of heat generated can be easily calculated, and 
it is a matter of common observation that often the melting point is reached. 

The size of shelled out spots which will condemn a wheel are covered 
by previous sub-para. 

Sub-Para. (X) BROKEN OR CHIPPED RIMS OR 

TREAD 

Broken or chipped rims, if such that tread measured from the flange at 
a point %" above rim or tread is less than 3in width, or if the bearing 
face of tread or rim which may engage the top and exposed face of the rail 
is less than 3^ inches wide, will cause wheel to be condemned. 

Sub-Para. (XI) WHEELS WORN THROUGH CHILL 

The defect known as worn-through chill often cannot be discerned by 
the appearance of the tread and manner in which it is worn. If worn ir¬ 
regularly, that is, deeper at some places than at others, or if worn flat, it is 
evident that it has worn through the chill. Wheels seldom wear through 
the chill all around the tread at the same time; therefore, when a wheel is 
worn evenly, no matter how deeply, or shows the shape of the rail all the 
way around (commonly termed “railworn”), and has no appearance of being 
worn flat at any place, there is a good reason to question whether it has worn 
through the chill. This can be determined by polishing the tread with 


109 


emery cloth, breaking off the flange with a sledge, denting the tread with a 
chisel, or breaking the wheel. When the first method is used, if a few small 
black dots of graphite can be seen, the wheel is just starting to wear through 
the chill. If the graphite shows plainly, it is well worn through the chill. 

A method in vogue with some railroads is to dent the tread with a chisel, 
and if the chisel makes a deep mark without blunting its edge, the wheel 
undoubtedly is worn through the chill. 

Sub-Para. (XII) WHEEL LOOSE OX AXLE OR OUT 

OF GAUGE 

Wheels are out of gauge if less than 5 feet 4 inches over the outside edges 
of the rim or 4 feet 5)4 inches between inside edges of rim (flanges back to 
back). For wheels cast after 1907 the distance 4 feet 5 3/32 inches will 
govern. Maximum check gauge distance is 4 feet 6% inches for wheels 
cast prior to 1906 and 4 feet 6 29/64 inches for those cast subsequent to 1907. 

Sub-Para. (XHI) BURST WHEELS 

If the wheel is cracked from the wheel fit, outward by pressure from the 
axle, it should be immediately removed from service. 

Sub-Para. (XIV) THICK FLANGES 

When placing new wheels under cars, care should be taken to see that 
the maximum thickness of flange permitted does not exceed 1-19/64", 
measured at a point %" above tread. 

Sub-Para. (XV) SHOULDER WORN 

Occasionally a wheel does not play laterally, resulting in the flange of 
one wheel not making contact with the rail, consequently forming a shoulder 
near the flange. This is commonly known as “Shoulder Worn” or “Double 
Flange,” and where this appears decisively in a wheel, it should be removed. 

Sub-Para. (XVI) CRACKED TREADS, PLATES OR 

brackets' 

Too much care cannot be exercised by inspectors to locate cracked plate 
wheels, as they are a source of tremendous danger in service. The primary 
cause of cracked-plate wheels is an expansion stress, due to sudden heating 
of the tread while the plates are cold. When the brakes are applied con¬ 
tinuously, a rapid expansion takes place in the metal of the tread, which 
produces a strong tensile stress on the plates. Usually the heating is more 
severe toward the rim, and, therefore, there is a greater stress on the front 
plate than on the back plate. 

In addition to the temperature stresses, the flange pressure reacts on the 
plates, producing a tensile, or pulling stress, on the front plate, and a com¬ 
pression on the back plate, hence the combination of stresses on the back 
plate tend to equalize each other. 

Cracked treads and brackets are generally due to the same cause. The 
wrong position of a brake shoe is often responsible for the sudden heating 
referred to. When a shoe runs on the rim the bearing area is materially 
decreased, causing greater heat and resulting in the unequal expansion 
described. 


110 


Sub-Para. (XVII) CRACKED HUBS ON STEEL 

TIRED WHEELS 

Steel tired wheels with broken or cracked hubs, plates, bolts, retaining: 
ring or tire, should be removed. 

Sub-Para. (XVIII) LIMIT OF WEAR OF STEEL 

TIRED WHEELS 

There are not many of these wheels in service, and records do not in¬ 
dicate on what equipment used. The condemning limit of tire thickness 
is 1-%", but to be able to measure this it is necessary to know that a lip is 
sometimes provided on these tires to prevent their working inward. This 
lip is usually deep. If measurement is taken from bottom of lip, 
failures will result. When a tire is fitted the shop doing the work must 
put a witness groove or measuring line on the outside of tire, 14 " below the 
condemning limit, in accordance with blue print issued with M. E. Circular 
letter 1008. Inspectors will see that wheels are taken out of service when 
they wear within y± of this witness groove, and should a steel tired wheel 
be discovered that discloses no witness groove, it is to be presumed it has 
been allowed to remain in service beyond its limitations, resulting in the 
groove wearing away, and the wheel must be ordered out of service at once. 



ARA Rules provide that rolled steel wheels (33") are not to be turned 
down to a point where the diameter is less than 29Accordingly wheels 
are marked with a witness groove placed 14 " below the condemming limit, 
and as soon as wheel wears within 1 4" of this groove it must be ordered out 
of service. 


















Ill 


Rolled steel wheels removed from foreign cars will be ganged as laid 
down in Standard Practices (Section 4), so records in regard to service 
metal after turning down may be completed to permit of ARA billing. 

In ascertaining amount of service metal it must be noted the bottom side 
of witness groove represents the line from which to measure. (See sketch 
above). 

Sub-Para, (XX) MARKING WHEELS WHEN 

REMOVED FROM EQUIPMENT 

It sometimes occurs that wheels are removed from cars unnecessarily, 
and in order to guard against this, and to check other irregularities, men 
are located at Milwaukee, Dubuque, Chicago, Terre Haute, Green Bay, 
Minneapolis, Miles City, Deer Lodge, Spirit Lake and Tacoma Shops, 
whose duty it is to go over every pair of wheels sent in off the railroad, and 
make note of and follow up any condition which should not exist. 

In order to provide for this arrangement, all stations are to whitelead 

the axle of every pair of wheels removed, showing defect symbol, car initial 
and number, station, and date. This is to be done daily at big points, and 
at small places the information should be chalked on axles so that it will 
not be washed off, and then whiteleaded at convenient times. Whiteleading 
should not be left over indefinitely, but the work done at the first oppor¬ 
tunity. 

The method of marking will be as shown in the following sketch, and 
the symbols for defects as set out below will be used:— 


Symbol 

Wheel Defect 

W 

1 

All right for service 

W 

2 

Bracket cracked 

w 

3 

Brake-burnt 

w 

4 

Burned from fire 

w 

5 

Chill worn through 

w 

6 

Flange broken 

w 

7 

Flange chipped 

w 

8 

Flange worn thin 

w 

9 

Flange worn vertical 

w 

10 

Hub burst 

w 

11 

Hub worn 

w 

12 

Large axle fit 

w 

13 

Loose wheel 

w 

14 

Plate cracked—front 

w 

15 

Plate cracked—back 

w 

16 

Rim broken 

w 

17 

Rim chipped 

w 

18 

Seamy 

w 

19 

Shelled-out 

w 

20 

Shoulder worn 

w 

21 

Slid-flat 

w 

22 

Tread cracked 

w 

23 

Tread worn hollow 

w 

24 

Wheel broken in pieces 


(For axle symbols, see para. 10, sub-para. 3.) 


112 



When scrapped wheels are received at Milwaukee, they will be further 
inspected, and any found fit for service are to be reported to the Master Car 

Builder’s office, stating point from which received. 

Sub-Para. (XXI) VARIATION IN SIZES OF STEEL 

WHEELS UNDER PASSENGER CARS 

The Rolled steel wheels in use under our passenger cars are 33" and 36" 
in diameter when new. They may be turned down to a defined limit, which 
causes some variation in sizes. In changing wheels under a passenger car 
it is important that this variation between wheels already in the truck and 
those .replaced be not too pronounced, and it is therefore laid down that 
the difference in.height of wheels is not to exceed one inch. That is to 
say, the height from top of rail to top of wheels in the same truck shall not 
vary more than one inch. 

This rule will be observed in all cases other than in emergencies, where 
wheels of the required size are not available. 

If the 1" variation has to be exceeded, however, the higher wheels must 
not be applied in center of trucks, but a change over made so the smaller 
wheels will be in center. 

Sub-Para. (XXH) GUARANTEE ON OAST IRON 

WHEELS 


We have a guarantee on cast iron wheels purchased from private manu¬ 
facturers, on the following basis. 


Capacity 

Axle 

Dia. of wheel 

Weight of wheel 

Guaranteed 

60 M 

414 x 8 

33" 

625/650 Lbs. 

6 years 

80 M 

5 x9 

33" 

700 Lbs. 

5 years 

100 M 

51/2XIO 

33" 

725/750 Lbs. 

4 years 


The guarantee dates from time of casting (shown on wheel), and 
covers manufacturers defects. 


When wheel hearing in addition to the name of the manufacturer, the 
initials C. M. & St. P. R. R. are taken out of service, the casting date is to 
be noted, and if the above guarantee has not been met, the matter will be 
reported by letter through the usual channels. Such defective wheels will 
be stencilled REPLACEMENT in white lead. When received at shop 
points they are to be held for inspection, if practicable in pairs on axles, but 
if conditions are such that axles are required for immediate use wheels may 
be pressed off, excepting in case of a shelled out wheel (one wheel only 
shelled out). 
























113 


The following would constitute “manufacturer’s defects”—Chill worn 
through; flange broken when due to seams; shelled spots when not in pairs: 
rim broken or chipped; seams; tread cracked if not account overheating, 
and tread worn hollow. Inspectors removing wheels due to any of these 
defects occurring within the guarantee period should mark wheel “Replace¬ 
ment” as stated, but the actual replacement by manufacturers will depend 
upon a joint inspection, for which purpose wheels will be held at shop points 
as described. 

Sub-Para. (XXIII) TURNING DOWN SHARP FLANGE 

STEEL WHEELS 

When it is necessary to turn rolled steel (or steel tired) wheels on ac¬ 
count of one wheel having a sharp flange, the following procedure is to be 
adopted. 

The sharp flanged wheel will be turned to the minimum flange thickness 
permitted by A. It. A. rides,—diameter to remain 1/32" greater than the 
other wheel on same axle. The mate wheel will be turned to maximum 
flange thickness permitted by A. It. A. rules. 

By this practice the turning away of considerable good wearing metal 
on tread of tire is avoided, and it will generally be found that at the next 
turning both wheels can be restored to full flange. 

Para. 10. AXLES 

Sub-Para. (I) GENERAL INFORMATION 

Axles are very carefully manufactured from steel made by the Open 
Hearth Process which conforms to the following requirements for chemical 
composition:— 

Carbon . 0.38—0.52 percent 

Manganese . 0.40—0.60 percent 

Phosphorus, not over.«. . . . 0.05 percent 

Sulphur, not over.. . 0.05 percent 

The most important factor is the uniformity of material and in order to 
obtain this, great care is exercised in passing the metal thru continuous 
furnaces which feed automatically. The steel is worked and reworked con¬ 
stantly to such an extent that molecular action takes place and molecules 
of steel are brought together so closely that at the completion of the opera¬ 
tion the axle or forging contains a homogeneous mass, forming a finely- 
grained product which has been forged down to a common center, giving 
a uniformity of material and assuring the fundamental parts as a factor 
of safety. 

The usual strains that result in steel as the outcome of uneven cooling, 
due to expansion and contraction and unequal temperature, are eliminated 
or modified by annealing or heat treating the axle. 

The completed axle is subjected to a drop test in accordance with the 
requirements of A. R. A. specifications. One drop test is made from each 
melt and if this fails, all axles from that melt are rejected. Each axle is 

then subjected to a rigid surface inspection. 

Sub-Para. (TI) CALIPERING AXLES REMOVED 

AND APPLIED 

There is no direction in which greater care is necessary than in the calip¬ 
ering of axles removed and applied. This will be evident upon examination 
of tiie attached table which shows that there are four classificaitons into 
which every A. R. A. axle may fall, as follows:—(1) Hew, (2) Second¬ 
hand, (3) Considered scrap for M. C. B. billing, (4) Scrap. The require¬ 
ments in each instance are quoted below:— 






Car Classification Diameter of Length of Thickness of Diameter of Center of Diameter of Wheel 

Capacity Axle Journal Journal Collar of Axle Seat 


114 




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115 


The following table shows the limits of wear for non-ARA axles, and 
where they are found in service must be removed unless these measurements 
can be complied with:—If removed for any reason, they will be credited as 
scrap, whether they have reached condemning limits or not. 



A 

B 

C 

D 

E 

Car i 

Dia. of 

Length of 

Thickness of 

Dia. of 

Dia. of 

Capacity 

Journal 

Journal 

Collar 

center of 

wheel 

f> 




axle 

seat 

40M 

3 34" min. 

734" max. 

Condemming limit 34" 

334" min. 

434" min. 

50M 

334" min. 

8" max. 

Condemming limit 34" 

434" min. 

434" min. 

60M 

3K" min. 

834" max. 

Condemming limit 34" 

434" min. 

5" min 

70M 

4" min. 

8 34" max. 

Condemming limit 34" 

434" min. 

534" min. 

*100M 

5" min. 

934" max. 

Condemming limit 34" 

534" min. 

6 Y&" min. 


* This axle, provided with 5%"x9" journal (new) is only permitted 
for a limit load (total weight on rail) of 148,000 lb., provided, however, 
in the event of removal of wheels, it will be permissable to replace this axle 
with Standard A. R. A. 80,000-lb. capacity axle having 5 in. by 9 in. 
journals; in which case the car shall be restenciled to the limit load mark¬ 
ing of 132,000 lb., or nominal capacity of 80,000 lb. The car owner will be 
responsible for the expense of this change, except that in case of delivering 
line defects the charge against owner shall be confined to the difference in 
value between the non-A. R. A. Standard axle removed and the A. R. A. 
Standard axle applied. In case of such change in axle and stenciling of 
car, owner shall be promptly notified. 

[Note : Non-A. ft. A. axles may be replaced in kind. A wornout A. R. A. 
axle may be replaced by a non-A. R. A. axle of same capacity provided a defect 
card is issued to cover it, which should not be done except in case of material 
shortage. An A. R. A. 60 M axle having wheel seat less than requirements, but 
still above the requirements of a non-A. R. A., may be replaced in kind, or may be 
used until January 1st, 1924 to replace non-A. R. A. axle. The application of non- 
A. R. A. axles, either to our own or foreign equipment, is poor practice, and is 
to be eliminated as soon as possible. 


The points at which measurements are to be taken are shown below: 




























116 


necessary care in calipering and recording is shown. Inspectors must 
caliper both journals , and where any variation is found the least, favorable 
measurement will be quoted.* In this connection collars A 
worn as per sketch shown must show thickness of collar 
at smallest measurement, and length of journal as from 
the extreme top of shoulder near wheel (observe the 
sketch showing calipering points) to a point on collar 
directly above most worn section, as shown by letter A. 

Similarly any cut on the portion of the axle between 
wheel and wheel, such as would be caused bv the brake 
rod being in contact, must be shown as “center of axle* 


— 

measurement, if its diameter at that point is less than at center. 


In calipering wheel seat, the measurement is best taken from inside— 
that is, between the wheels—This is because of the possibility of wear of the 
wheel seat on the journal side, due to sand and grit accumulating on the 
dust guard. Also it is sometimes a practice in our own and other shops to 
turn down slightly the first 14 inch or 1/3 inch of wheel seat to simplify 
getting wheel in position when mounting. O 11 axles of wheels mounted in 
our own shops no difficulty will be found in calipering wheel seat on the 
inside, as axle is always turned down at wheel seat for some distance more 
than is actually required, but on axles of foreign mounted wheels there is 
often a sharp shoulder so close to wheel that it is impossible to caliper the 
wheel seat excepting on the outside (journal side). In such cases care 
should be taken to measure both journals, avoiding worn areas, and if any 
variation is found quote the larger dimension, (this being the only excep¬ 
tion to the above rule, marked *) 


In taking axle measurements a rule marked to thirty seconds of an inch 
must be used. When collar of journal approaches the condemning limit 
A. R. A. wheel gauge is to be used for taking the measurement. By the term 
“anything less than** is meant the finest possible measurement—the breadth 
of a hair. A 60 M journal measuring a hair breadth less than 3%" in dia¬ 
meter would be scrap. Measurements should be clearly written down as 
soon as taken, so as to permit of no possible error. 

ARA Standard axles must be used in replacing A. R. A. axles subject 
to condemning limits for such axles. A. R. A. Standard axles will be used 
to replace non-A. R. A. axles at the expense of the car owner excepting in 
the case of delivering line defects. 


Sub-Para. (Ill) MARKING AXLES WHEN REMOVED 

FROM EQUIPMENT 

In order to guard against incorrections and irregularities in handling 
axles removed from service, the men located at Milwaukee, Dubuque, Chi¬ 
cago, Terre Haute, Green B-ay, Minneapolis, Miles City, Deer Lodge and 
Tacoma Shops that inspect removed-wheels, will examine all axles, and 
where any wrong classification is found, it will be reported to the Master 
Car Builder. 






117 


in accordance with the follou 

Place to 

r 

A 

1 . 

Left of 

A 

2 . 

Car Num- 

A 

3 . 

her 

A 

4 . 


f A 

5 . 


A 

6 . 


A 

7 . 


A 

8 . 


A 

9 . 

Place to 

A 

10. 

right of 

Car Num- 

A 

A 

11. 

12. 

her 

A 

13. 


A 

14. 


A 

15. 


A 

16. 


A 

17. 


. A 

18. 


New 


Hand 


Scrap 


lg size 


(See sketch under Para. 9 sub-para. (9) 

Sub-Para. (IV) EXAMINATION AND CARE OF AXLES 

It will be observed by reference to the list of axle defects set out in 
previous sub-paragraph, that A-6—Axle burned from fire, A-ll—Journal 
Cut, and A-18—Seam Crack or flaw, cannot lie determined by measuring 
and calipering. Examination of the axle is necessary. 

If an axle has become overheated, resulting in the packing burning and 
the journal getting red, and upon examination it is thought the axle has 
spoiled, or an axle is removed from a burned car, it will be marked A6. 

A cut journal will be readily observed, and the axle marked accordingly. 

Axles must be closely inspected for seams, cracks or flaws. Seamy jour¬ 
nals may be returned to service if seams can be removed by turning within 
the required limits. Cracked or flawed axles should be tested by painting 
doubtful parts with white lead paint, and then holding a flatner on end 
of journal and striking with a sledge; oil working through paint will indi¬ 
cate flaw. Axles exhibiting cracks, flaws, or showing signs of excessive 
overheating must be scrapped. 

Mounted wheels held in readiness for placing under cars should have 
journals very carefully preserved. Wheels should be so placed that flanges 
will not strike journals. The journals must be coated with either white 
lead or thick oil, so as to prevent rusting. When a journal is found that has 
rusted, it can be cleaned off with sandpaper, but a file or emery paper must 
not be used.—This also applies to the removal of white lead. 

Wheels should, as far as possible, be stored on wood or else on rails. 
All wheels should be kept off of cinders, but steel wheel positively must be. 























118 


Para. 11 BRAKES 

Sub-para. (I) GENERAL OUTLINE AND PURPOSE 

OF BRAKES 

During recent years railroads have devoted a great deal of time and 
study to brakes, because it has come to be realized that efficiency in braking 
power is an economic feature in train operation. 

Brakes not only act as a guard against danger to passengers, the crew, 
and the public, but protects the equipment and lading against damage. 
This condition obtains on every railroad in the country, but applies in an 
exceptional way on our own railroad, where, in certain areas, we have very 
heavy grades to descend, arduous geographical territory to negotiate, and 
operating conditions fraught with many difficulties. 

Brakes may be said to consist of two parts—air brake equipment, and 
foundation brake rigging. The former is that part of the braking system 
whereby the power of force represented by the air compressed on the 
locomotive and stored in a reservoir under each car, is transmitted by means 
of valvular mechanism and brake cylinders to the latter or system of brake 
levers known as the brake rigging, resulting in the application of the brake 
shoes to the wheels. The principle on which the air brake operates is to build 
up an air pressure in an auxiliary reservoir, which pressure, if allowed to 
function will immediately apply against a piston in the brake cylinder 
forcing it forward, applying the brakes. To apply the brakes all that is 
necessary m to reduce the pressure in the brake train line air pipe, which 
can be done by opening it at any point. To obtain release the pipe line 
pressure must be built up, and as soon as this becomes greater than that 
remaining in the auxiliary reservoir, the air in the brake cylinder is allowed 
to escape, and the brakes release. 

Various air brakes have been evolved and are in use on different classes 
of equipment. The variations are to take care of certain operating features 
or to cope with conditions imposed by peculiarities in equipment con¬ 
struction. 

The foundation brake rigging for each car or class of equipment is 
decided upon as the result of study, and detailed specifications are issued 
to all concerned, so that in the repair, renewal or application of any part 
or parts, the correct size, dimension, and required strength may be applied. 
Every repair point must be in possession of such information. 

The need for correct levers and rods being used on cars and all parts 
of the foundation being securely and correctly applied and maintained, 
cannot be too strongly impressed upon all concerned. The failure of any 
part of the foundation brake rigging will defeat the whole purpose of the 
brake. * 

Sub-para. (II) RESPONSIBILITY FOR AIR TESTS 

AND BRAKE CONDITIONS 

In some cases it has been found that a belief exists that the responsi¬ 
bility for air brake conditions does not belong to the car department. 


119 


This is entirely erroneous and it should be very clearly understood that 
we are responsible for the condition of both the air brake equipment and 
foundation brake rigging on all cars—freight and passenger, revenue and 
non-revenue, and on all tenders, operating on our road. Air brake men 
will receive instructions, assistance and information from the Air Brake 
Supervisor, but it is the car foreman who will be held responsible for 
the work of testing, inspecting, repairing and maintaining brakes. On this 
account foremen must acquaint themselves with the duties of those entrusted 
to handle brakes and must be sufficiently well versed in the work to be able 
to intelligently supervise and handle the matter. 

In this connection any information concerning brakes not contained 
in this paragraph may be obtained by writing direct to the Master Car 
Builder, and any publications on air brakes desired in connection with the 
work or supervision of the work will be supplied upon proper request. 

The responsibility for brake conditions includes that of making air 
tests on all outgoing trains—freight and passenger—and car foremen must 
insure that the necessary tests are made as laid down in this paragraph, 
by competent air men where available, otherwise by car inspectors or by 
the foreman personally. The only exceptions mil be those points where 
local arrangements are for the train crews to make the tests. 

Sub-para. (Ill) EXPIaANATION OF TERMS 

In order to more readily explain what is required in connection with 
the testing and repairing of brakes the following terms are set out for 
information: 

Braking power, or, properly termed, braking force, is the brake shoe 
pressure or force holding the brake shoe against the wheel. 

Per cent braking power, or, properly termed, braking ratio, is the ratio 
between the brake shoe pressure or braking force and the empty weight of 
the car. 

By piston travel is meant the distance the brake cylinder piston moves 
out when the brake is fully applied. To measure piston travel, first be 
sure that the head is bottomed in the cylinder, making a mark on the piston 
rod at the edge of the cylinder head and then note the distance the piston 
travels out when the brakes are applied. Standing travel is the distance 
piston is forced out in an application of the brake upon a car when not in 
motion. Running travel is the distance the piston is forced out when 
applying the brake on a car in motion and is always greater than the 
standing travel. False travel is the piston travel obtained in excess of 
that required merely to bring the shoes against the wheels. It is closely 
allied with the difference between running and standing piston travel. The 
excessive travel being due to slack in loose fitting brasses, to shoes pulling 
down on the wheels, to play between boxes and pedestals and to everything 
of a similar nature that increases lost motion in the brake rigging under 
the influence of the motion of the car. The brake cylinder pressure resulting 
from a brake pipe reduction is greater with a short than with a long piston 
travel. 


120 


A piston travel of 8 inches should result from a brake cylinder pressure 
of 50 pounds in a full service application. (Auxiliary reservoirs are so 
proportioned that they will equalize with the brake cylinder at 50 pounds 
if the piston travel is correctly adjusted to 8 inches running.) Inasmuch 
as running travel is generally about 1 inch greater than standing travel, 
the standing travel should be 7 inches to secure this result while running. 
If the piston travel is shorter than 8 inches, the air of the auxiliary 
reservoir and brake cylinder will equalize at a higher pressure and the 
brakes will be applied much harder. If the travel is more than 8 inches, 
the air of the auxiliary reservoir and brake cylinder will equalize at a lower 
pressure and the brakes cannot be applied nearly as hard. On passenger 
cars having automatic slack adjusters, the standing piston travel is to be 
adjusted to 7*4. inches (instead of 7 inches), due to the fact that high 
brake cylinder pressure is obtained with light initial brake pipe reductions. 
This condition is aggrevated where the piston travel is shorter than specified. 

Slack Adjuster, is a device for maintaining uniform piston travel by 
taking up excessive brake shoe clearance due to shoe wear or tire turning. 
Automatic slack adjusters are generally and properly used to care for shoe 
wear while manual or hand slack adjusters of various types are used for 
tire turning, angularity adjustment, shoe wear, etc. 

Foundation Brake Rigging is the lever and rod system, including the 
brake beams, hangers, etc., through which the brake cylinder force is in¬ 
creased, transmitted and distributed to the several wheels under a car. 

Harmonious Hand and Air Brake is a brake rigging in which the forces 
of the hand brake and air brake are exerted in the same direction so that 
if either the hand or air brake is applied and the other is added they will 
operate together. 

Sub-para. (IV) OUTGOING INSPECTION OF BRAKES 

ON FREIGHT CARS IN TRAINS, 

WHEN MADE BY OTHER THAN 
AIR BRAKE MEN 

When a train is made up ready to depart and there is air available from 
pipes the inspectors will connect the air to the cars and allow it to flow 
in enough to charge up the brake pipe. Under no circumstances are the 
train brakes to be charged higher than 70 lbs., and where the pressure in 
the yard line is known to be greater than this, precautions must be taken to 
insure that train is not charged above standard pressure (70 lbs.), otherwise 
the engine may not be able to release brakes, and inspectors will also be 
deceived as to piston travel. Inspection will then be made along the entire 
length of the train for air leaks and during this inspection as many leaks 
ns possible should be rectified, and a smart inspector carrying a Stillson 
wrench and a good supply of gaskets can remedy many leaks along a 
train, which, individually, may not appear to amount to anything significant, 
but collectively make a great deal of difference to the operation of the train. 

As soon as the inspection for leaks is completed the air from the yard 
pipe line should be shut off and a reduction sufficient to set the brakes 


121 


throughout the train made. Inspection will be made immediately to see 
that all brakes have applied and that piston travel is correct. Inoperative 
brakes, with which nothing can be found wrong other than that they do 
not apply will not be cut out and carded. They are, however, to be noted for 
inclusion on the 975 report as inoperative brakes. Cars found in any condi¬ 
tion which will make it necessary to cut out the brake will be carded and 
noted on the 975 report. In this connection it should be observed that 
wherever possible brakes should be repaired on cars before they are allowed 
to proceed, and unless competent men are available who can attend to the 
matter the inspector should cut the brake out, but good judgment must be 
used taking into consideration the class of loading, etc. 

In yards where air is not available the test will be made by means of a 
switch engine for the purpose of pumping up and setting the brakes, other¬ 
wise it cannot be made until the regular engine has backed on. If com¬ 
mencing the inspection at the rear of the train the angle cock should be 
opened very slightly to ascertain that the air is coming through, and then 
closed. Inspection for leaKs will then be made and when the engine is 
reached the engineer requested to apply the brakes. Inspection will then 
be made for piston travel and ineffective brakes, and upon reaching the 
caboose 975 report handed to the conductor, and in addition he should be 
informed verbally of the number of cut-outs or inoperative brakes he has 
in his train. 

In all cases as trains depart it should be observed that brakes have been 
released. If the brakes of a car are sticking the inspector will endeavor 
to obtain release by pulling on the release rod, but if this fails the train 
must be stopped and the situation corrected or brakes cut out. 

Sub-para. (V) INSPECTION OF BRAKES ON FREIGHT 

OARS IN TRAINS WHEN MADE 
BY AIR BRAKE MEN 

Where air brake men are employed in yards, both an incoming and 
outgoing test is to be made of all freight trains. The incoming test is to 
locate any brake trouble requiring attention so they may be taken care of 
before the cars depart in other trains, and the outgoing test to establish 
positively that not less than 85% of the brakes are operative. 

On arival of incoming trains at terminals, inspectors should see that 
locomotive is not cut off until a 20 pound reduction of brake pipe pressure 
has been made by the engineman, which will be indicated by a short whistle. 

When a train must be cut and left on two or more tracks the 20 pound 
reduction must be completed and whistle blast signal given before cutting 
off from each section of the train. Angle cocks must not be closed until this 
application is completed and signal received. 

Inspection should be commenced without delay and be completed within 
10 minutes if possible, otherwise brake cylinder leakage will make the 
test unduly severe. Defects found will be chalk marked as follows: 


122 


0 Shows that brake either leaked off or did not apply. 

— Incorrect piston travel, numeral after dash gives length as —10 
meaning piston has travel of 10 inches. 

-f- Car has brakes cut out. 

V Leaky connection at triple valve. 

R Defective retainer pipe. 

® Bottom brake rod too long. 

X Cross made on both hose couplings denotes leaky gaskets. 

A chalk mark the entire length of hose, shows hose defective. 

Repair work will not be attempted until after completion of inspection. 

Prior to departure of trains that have been made up or whose consist 
has been changed, a test of the brakes will be made following the preparation 
of the train. The preparation consists of seeing that all hose is coupled and 
hose cocks are open excepting on the front and rear end; that, retaining 
valve handles are turned down; that all hand brakes are released (excepting 
the number required at the rear end of freight trains to hold the slack 
while the train is being stretched preparatory to inspection) ; that con¬ 
ductor’s valves, drain cocks and release valves are closed; that all brakes 
are cut in unless plainly defective or tagged for defects; and while going 
over train to see that these conditions, exist, an inspection should be made 
for all visible defects. When engine couples on and has stretched the train, 
the locomotive air hose will first be blown out by opening the angle cock 
part way (this is very important). Then couple the hose, open the angle 
cock on the tender and then angle cock on the car, both slowly, after which 
the train will be inspected for leakage while the locomotive is pumping 
up the train. When the rear of the train is reached, release any liand 
brakes found set and request the conductor or brakeman to signal the 
engineman to apply the brakes. Next inspect the train and ascertain 
whether all brakes have applied and have correct piston travel. As soon 
as the inspection is completed signal the engineman to release the brakes 
and returning to the caboose note whether all brakes have released, hand 
975 report to the conductor and advise verbally how many brakes are cut 
out or inoperative. Serious defects in the brake pipe must be remedied 
before the train is allowed to start. Defective brakes that cannot be 
repaired must be cut out and brake defect card applied. In assembling 
yards, however, the application of a “brake defect card” should be the last 
resort. 

At terminals where testing plants have been installed the outgoing brake 
test will be made by the aid of the device shown in cut at the end of this 
sub-para. First of all open cock in yard line air hydrant and blow out all 
dirt and moisture from the device. Close the angle cock on the car and 
stop cock Nos. 1 and 2 in test coupling device, attach coupling B to yard 
line air hydrant, then attach coupling A to air brake hose coupling on car. 

To charge the train open cock No. 1, inspect for leakage at test device 
coupling gaskets, and if any leakage is found correct it. Open angle cock 
on car (slowly) then while train is charging to standard pressure (70 


123 


pounds) make the inspection as previously described for leaky unions, 
couplings, gaskets, angle cocks, air hose etc., and correct all defects found. 
To test the brake pipe leakage when the train is charged to standard pressure, 

Pzv'icg for Testin g A'\r Brakes or? Frei g ht Trains 





N/l P. 

idecbamcal D<z pt 
Milwaukgg 

4,r 5 rake Test Aau oj z Device 

/"irr>’ Letter No. 178 . 

close cock No. 1 on the test device, then reduce the brake pipe pressure 
10 pounds by opening cock No. 2. When brake pipe pressure, as indicated 
by the gage, has been reduced 10 pounds (from 70 pounds to 60 pounds) 
close cock° No. 2 and note the drop of the hand in the gage for a period 

































































124 


of one minute after closing cock No. 2. The drop of the hand on the 
gage will indicate the number of pounds leakage per minute which should 
not exceed 8 pounds and if possible not more than 5 pounds. 

After inspecting the train for leaks and if necessary making the de¬ 
scribed test for brake pipe leakage the brakes will be tested as follows: 

For a train charged to standard pressure (70 pounds) close cock No. 1, 
then reduce brake pipe pressure 20 pounds by opening cock No. 2 slowly, 
close again and immediately inspect train to see that all brakes have applied 
and have correct piston travel. Mark defects found in accordance with 
symbols shown above and complete inspection within 10 minutes. Next 
release the train brakes by opening cock No. 1 and charging train to stan¬ 
dard pressure and then proceed to correct defects found during inspection 
at the same time noting that all brakes have released properly. 

In all cases as trains depart it should be observed that brakes have 
released. If the brakes of a car are sticking the inspector will endeavor 
to obtain release by pulling on the release rod, but if this fails the train 
must be stopped and the situation corrected or brakes cut out. 

Sub-para. (VI) INSPECTION AND REPAIR BY AIR 

BRAKE MEN OF BRAKES ON 
FREIGHT CARS ON REPAIR 
TRACKS 

It is our rule to clean freight car brakes on all repair and shop tracks 
that are equipped with air pressure for brake testing and at some other 
points in cases of extreme emergency. In order that brakes may be cleaned 
it is necessary that an inspection be made at such points by competent air 
brake men of the brakes on all freight cars that arrive on the repair tracks. 

Brake cleaners will be provided with a supply of standard brake cylinder 
lubricant, soap, waste, clean rags, kerosene, quick-drying black paint, white 
paint for stencilling, a small quantity of graphite grease, and a set of air 
connections, tools and equipment as specified in section xxxvi of this 
sub-para. When engaged in their work, they will have, in addition to the 
tools, a small pail of soapsuds, a standard dummy coupling, and such light 
supplies as are frequently required during brake cleaning and repairing. 

All points where regularly assigned air man or men are employed should 
make a practice of connecting up the air hose on cars received" on repair 
tracks to yard hydrant by means of testing hose and device before same are 
jacked up or brake rigging disconnected. On cars that have been set on 
repair tracks for other than air brake defects, a preliminary test should 
be made consisting of charging up to standard pressure disclosing leaky 
or broken brake pipe, porous hose, or leaky angle cocks, cut out cocks and 
release valves. When charged up to standard pressure (70 lbs.) a reduction 
of 20 pounds should be made to determine if the cylinder gasket on type 
“CT cylinders between reservoir and brake cylinder is tight and on the 
detached type of equipment if the brake cylinder pressure head gasket and 
pipe connecting the auxiliary reservoir and brake cylinder is tight, next 


125 


if brake cylinder packing is leaking, then by noting piston travel and 
angularity of levers if brake rods and connections are of correct type and size. 

Cars set on repair tracks marked out for bad order triple valves or 
brakes failing to apply should be tested very carefully using testing device 
or portable test truck as per instruction for same, in addition to above 
described preliminary test, on account of some inspectors in the train 
yards failing to observe the retarded release feature of the “K” type of 
triple valve and being misled by the retarded release of a car close to the 
locomotive or motor and also due to not being able to get to rear cars or 
to an incoming train for a longer period of time than a reasonable 
good brake will stay set, will often times lead them to believe and to mark 
out a car for stuck brakes whereas it was in good order and brake merely 
released slowly as intended, or a fairly good brake taken for one which would 
not apply or had leaked off. 

By following this method of making a preliminary test many cars are 
discovered that have nothing wrong witli their brakes and can be released 
without further delay ; on the other hand it will let the air brake man know 
what is to be done in ample time and prevent cars being held over as often 
times is the case where cars are only tested after general repairs are made and 
cars jacked down, and therefore this procedure is to be adopted as standard. 

When tests disclose either triple valve in bad order or brake cylinder 
packing leaking it should be treated as an out of date car (9 months) and 
have annual repairs made as described later herein. 

In all cases, whether the brakes are in date or out of date, repairs must 
be made to any loose or missing pipe clamps, angle cocks or hose out of 
standard position, loose brake cylinders auxiliary reservoirs and their sup¬ 
porting brackets, brake rods worn by contact with wheels or axles and in 
addition on system cars, angle cocks which are non-standard in relation to 
center line of car and pulling face of coupler knuckle, as per cut. 


Center l me 
of Coupler 


I 

<5 


& 



B 

C 

Wooden Underframe Cars 

13" 

13' 

Steel Underframe Cars Built after 1916 

15 

9' 

For new cars or cars having D 
Couplers 

I5f 

8' 




Center of Brake Pipe 
shou/d be on lore/ with 
Centerline of Coup/er 
but may fbe , located not 
more than // 'be/ow, when 
required by construction 
or Car 


Dimension B must bear a fixed relation 
to dimension C where dimension B must 
be increased or decreased from dimensions 
shown m table. Dimension C shall be 
determined fmm the formula C-39-BB 









































































126 


The final test after car has been jacked down and brake rigging con¬ 
nected up on cars other than those having old air dates or being treated 
as out of date cars should be as follows: Charge the brake to a pressure of 
70 pounds and make a service reduction of 20 pounds by means of exhaust 
cock in testing device, yard hose attachment or brake valve of portable test 
truck. Check for piston travel, which should be 7 inches, next inspect for 
clearance at the lever guides, see that levers are not fouling, and the angu¬ 
larity of levers is correct. On system cars make sure that the length of rods 
and location of same, also lever dimensions are standard to car in accordance 
with foundation brake rigging diagrams and that the lever sizes are 
stencilled on underframe of car. If the piston travel is less than 6 inches 
or more than 8 inches re-adjust to 7 inches and then test for leakage and 
clearance. 

If the brake does not require to be cleaned test the retaining valve and 
its pipe as described in sections xxvi and xxvii of this paragraph. 

The detailed procedure for cleaning, testing, adjusting and repairing 
brakes on freight cars will be as follows, and is to be carried out in the 
order given: 

(i) Brake Pipe Leakage Test, Etc. Having brought hose to the yard 
connection and tool kit to side of car, close the branch pipe cut-out cock, 
and having seen that the opposite angle cock is shut, couple the yard hose 
(preferably to retaining valve end of car), open the adjacent angle cock 
and charge the brake to 70 pounds. Next, test for and repair leakage from 
brake pipe and fittings up to the branch pipe cut-out cock. This includes 
hose coupling gaskets, leakage under hose clamps, through hose (porosity), 
around the angle cock keys under handle, also threaded and gasket joints, 
including the main brake pipe union. Open and close angle cock and 
thereby blow out brake pipe at the free hose. Listen at the coupling to 
detect angle cock leaking into the hose. Replace if defective. Then con¬ 
nect dummy coupling to hose, open angle cock and complete leakage test 
here. When inspecting for leakage use soapsuds where temperature will 
permit (see Section xxxv of this sub-paragraph). If connecting with the 
yard hose or the dummy coupling discloses bent hose couplings on the car, 
or if hose couplings have broken stop pins or are otherwise not fit for service, 
replace the hose. 

(ii) Dirt Collector, Brake Pipe, Etc. Obliterate the old stencil with 
the black paint, remove dirt collector cap, and loosen with scraper any solid 
matter in the dirt collector. Blow out branch pipe and dirt collector by open¬ 
ing and closing the cut-out cock. Coat threads of dirt collector cap with 
graphite grease and replace. Disconnect branch pipe at triple valve and 
blow out as before. Pull the branch pipe union connection no further from 
the triple valve than is actually necessary, otherwise leakage will be de¬ 
veloped in pipe joints. Note, at open end of branch pipe, whether cut-out 
cock is leaking. If so, replace. Remove the short section of retaining 
valve pipe from the triple valve. 

(Hi) Brake Pipe Strainer. Where there is no dirt collector the pres- 


127 


ence of much coarse dirt or scale in the triple valve strainer shows that 
the screen in the brake pipe strainer is in bad order or missing. 

(iv) Removal of Triple Valve and Gasket. Bleed all air from the 
auxiliary reservoir, remove the triple valve, being careful not to tear its 
gasket; then, after removing the triple valve strainer, turn the triple valve 
so that its branch pipe opening is downward and rap the side of the check 
valve case to discharge all dirt, after which apply to it the removed triple 
valve gasket and attach the opening protectors removed from the clean 
triple valve (draw bolts true and firm), thus preparing the dirty valve 
for shipment. 

(v) Disposition of Dirty Triple Valve. Deliver or forward all removed 
triple valves and their gaskets to the specified triple valve repair room, 
from which a like number in good order will be obtained. 

(vi) Clean Triple Valve. Triple valves received for application to 
cars will be accompanied by good order gaskets, in place, and have the 
several openings suitably closed with opening protectors, the latter to 
exclude dirt and protect threads and gasket surfaces. 

(vii) Triple Valve Gaskets. (Foreign Cars.) If a triple valve gasket 
is found in bad order on a foreign car, replace with a new one, and report 
for suitable charge. Apply both the removed gasket and the one received 
with the clean triple valve to the dirty triple valve if the triple valve is 
being shipped to the repair room. 

(viii) Brake Cylinder Cleaning, Etc. Disconnect and remove the push 
rod. Apply piston holder. Bemove the non-pressure head and piston from 
the cylinder. Thoroughly clean the brake cylinder, including the flange 
and joint to which the non-pressure head is bolted, first using the spatula 
and dull rounded scraper for removal of the heavy gum and grease, and 
wipe dry with rags or waste. If, as may occur occasionally, the old lubricant 
in the cylinder is so gummy that it cannot be wiped out, kerosene may be 
used to soften it, but must not be used where the cylinder can be cleaned 
without it. Clean the leakage grove. Examine the tube in the auxiliary 
reservoir and clean it if required. 

(ix) Piston and Packing Cleaning, Etc. Make certain that the rivets 
securing the piston to the rod are tight. Bemove packing expander. Turn 
flange of cylinder packing outward just sufficient to clean with dull, round- 
cornered scraper, and dry-wipe the packing clean inside and out. Kerosene, 
gasoline and other light mineral oils must not be applied to packing leather, 
because they would remove the filler with which the leather packing is made 
air-tight, harden and crack the leather, and thus destroy its usefulness'. 
Carefully inspect cylinder packing and if found cracked, cut, or worn thin 
at any point, or otherwise defective as would cause leakage, replace it with 
a good one. Note the depression on the packing caused by the expander, 
as this will indicate uneven bearing and expander partly out of place. 
Examine the follower for cracks, then measure its diameter, and if it is 
% inches or more smaller than the rated diameter of the brake cylinder, 
replace it with one of standard size. If the packing appears good, tighten 


128 


the follower plate nuts. These nuts sometimes loosen in service and this 
causes leakage. Clean the joint and flange portion of the non-pressure head 
which bolts to the brake cylinder. Where very cold weather renders it 
desirable and a convenient place is available, clean the brake cylinder piston 
and make any other needed repairs to it in a warmed room. 

(x) New Cylinder Packing Application. Before applying a new cyl¬ 
inder packing to the piston make certain that the studs are tight in the 
piston. If any stud is loose remove it, take off the nut, coat the threads 
of the piston end with white paint, and then, using the stud nut, screw 
the stud solid in the piston. Place the new packing on the piston so that 
the flesh (rough) side will come in contact with the cylinder wall. Apply 
the follower and the follower nuts, but leave the latter loose. Carefully 
adjust the leather centrally on the piston. Tighten all of the nuts lightly; 
then, after making certain the packing is still true, draw them firmly and 
evenly by tightening each a little at a time. The latter is to avoid cracking 
the follower and causing leakage. 

(xi) Packing Expanders. Exchange packing expanders for others of 
similar type that have been tested in, and make to conform with, a special 
gauge provided at points having triple valve test racks. Send all removed 
expanders to the same point as the triple valves. Attach to each expander 
removed from a foreign car a slip or tag showing the car number and 
initials from which it was removed. 

(xii) Cylinder Lubrication. Using the grease brush provided, apply 
a very thin, uniform coating of standard brake cylinder lubricant to the 
entire inner surface of the barrel of the brake cylinder. 

(xiii) To Replace Brake Cylinder Piston. Apply the expander; then, 
seated or kneeling in the most convenient position, a little to one side 
(usually to the left) of the open end of cylinder, with one leg extended, 
non-pressure cylinder head resting on knee, and with cap in the expander 
away from cylinder, and piston facing upward, force expander into its 
recess in follower by pressing against the packing leather on opposite sides. 
Holding the expander in place, lift the piston and, still keeping its rod 
as nearly vertical as the release spring striking the bottom edge of cylinder 
will permit, enter the piston edgewise into the cylinder until the latter 
will hold the expander in place. Now, exerting a moderate pressure on 
the release spring close to the piston (alternating hands as later indicated) 
press the side of the first finger (fingers closed and thumb extended) 
against the packing close to one side of the cylinder and, at the same time, 
use the thumb of that hand, aided by the pressure of the other hand on 
the release spring, to force that side of the piston slightly inward. The side 
pressure on the packing must he enough to prevent it being cut or damaged 
by the edge of the cylinder end as the piston moves inward. Alternate this 
operation, reversing hands, until the piston is entered sufficiently to prevent 
its packing being damaged by the edge of the cylinder end. Next, moving 
the free hand to the end of the piston rod, and slipping a coil of the release 
spring over the bottom edge of the cylinder as necessary, gradually force 
the piston into the cylinder until its top is two or three inches inside. This 


129 


will require that the rod end be gradually raised, hut do not raise it more 
than necessary. During this time and later do not allow the upper half of 
the packing to be turned back at all. The dull-edged, round-cornered 
scraper may be used to aid in this, but do not, under any circumstances, 
use any instrument that could cut or scratch the packing. Next, raise 
the piston rod to its normal, horizontal position without allowing the top 
of the piston to travel inward, thereby insuring against the packing being 
doubled back, observing the following: As the end of the rod is gradually 
raised, work it slightly from side to side and pull the bottom of the piston 
outward fast enough to prevent the top from moving inward. When the end 
of the rod is horizontal push the piston about half-way in, then rotate the end 
of the rod around the center line of the cylinder at a distance of about 
3 inches. If it binds, this shows that the expander is partially out of place. 
If so remove the piston and replace more carefully. If the piston binds 
at any time while being applied do not force it, as to do so may damage its 
packing. The foregoing instructions may have to be varied from slightly 
where there is little room near the open end of the cylinder, but should 
be followed as closely as conditions will permit. Turn the piston, if 
necessary, to bring the thinnest side of the packing at top of the cylinder, 
push the piston to the far end of the cylinder, and, after coating the bolt 
threads with graphite grease, rebolt the head. Draw the nuts uniformly 
so as to insure a full, true and firm bearing of the head against the 
cylinder. Reapply and connect the push rod. 

(xiv) Triple Valve Application. Clean the gasket bearing surface 
on the auxiliary reservoir, place the gasket on the clean triple valve and 
then the valve on the reservoir. Holding the valve true against its joint, 
run all nuts down to a very light contact with the triple valve flange, then 
tighten firmly, drawing each a little at a time so as to insure a true bearing. 
Clean and apply the triple valve strainer. Make the branch pipe union 
joint face substantially true with its connection to the triple valve, apply 
a gasket and tighten the union. 

(xv) Inspection While Brahe Is Charging. Open the branch pipe 
cut-out cock and, while the brake is charging, make certain that the release 
valve is tight in the auxiliary reservoir, and that its vent valve does not 
leak either from a defective seat or release rod binding. Note whether 
there is leakage at the triple valve exhaust, and if so apply and release 
the brake. If this does not stop it, locate the cause and correct before 
proceeding. Open the release valve with each of its rods. If it fails 
to vent or will not close without assistance, locate and remedy the cause. 
Inspect and clean the retaining valve as directed in section (xxiv). 

(xvi) Pipe Clamps. Clamps must hold their pipes firmly, prevent 
vibration, and not allow the brake pipe to shift lengthwise if air hose are 
pulled apart, as in a break-in-two. Any missing jamb or lock nuts must 
be replaced. 

(xvii) Piston Travel Adjustment. When the brake is charged to 70 
pounds apply by making a service reduction of 20 pounds with the exhaust 
cock in the yard hose attachment. Measure the piston travel, and if less 
than 6 inches or over 8 inches release and readjust to about 7 inches. 


130 


(xviii) Foundation Brahe Rigging. With the brake applied as directed 
in previous section., inspect the foundation brake rigging to see that levers 
have ample clearance in their guides and elsewhere to prevent striking or 
binding with 12 inch piston travel, that all cotters are in place, and points 
well spread, that hangers and dead lever fulcrums are secure, that the 
brake levers are standard, that rods are not being cut by axles, and that 
the rigging in general is in good order. Before making any changes to 
provide lever clearance insure, if possible, that the length of rods and 
guides and location of latter are standard for the car. If it is found 
necessary to readjust the brakes, the first thing to be done is to close the 
cut-out cock in the cross-over pipe and bleed the auxiliary reservoir, so as 
to prevent possibility of injury. 

(xix) Loose Brahe Cylinders and Reservoirs on Their Supports. If 
the brake cylinder moves during application or release, or if any of the 
cylinder or reservoir bolts are loose or gone or lock nuts missing, needed 
repairs must be made by the brake cleaners unless this work has been 
assigned to other workmen, in which case brake cleaners will not report 
the brake in good order until any necessary repairs have been completed, 
One man can observe for movement of the brake cylinder and reservoir 
and their supporting brackets by bleeding off the brake. Movement of 
these parts causes pipe leakage and breakage. When brake cylinders and 
reservoirs are to be tightened on their supports run up two or three of the 
nuts only sufficient to bring the bolting flanges into light contact with the 
supports. Then, if the bolting flange is not in contact with the supporting 
brackets at each bolt hole, line up with cut washers where required. A 
failure to do this will result in springing and cracking auxiliary reservoirs 
and springing brake cylinders out of round. 

(xx) Brahe Cylinder Leahage Test. Brake cylinders that have just 
been cleaned will be tested with a gauge applied to the triple valve exhaust 
port. Insure that the plug in the unused exhaust port is tight and close 
the test gauge cock. The brake being charged to 70 pounds, apply with 
a service reduction of 20 pounds, and release the triple valve so the gauge 
will show the cylinder pressure, which should be 50 pounds. If the gauge 
now shows less than 50 pounds, reapply lightly and release until 50 pounds 
or more is had. Try to avoid getting over 60 pounds. If over 50 pounds, 
reduce to this amount with the test gauge cock, then note the loss, if any, 
during the next minute. Any loss is the amount of brake cylinder leakage. 
If it exceeds 5 pounds per minute with a brake that has just been cleaned 
the cause must be found and leakage reduced to not over 5 pounds. The 
most common sources of brake cylinder leakage are the cylinder packing, 
the brake cylinder pressure head gasket, the bottom of the triple valve 
gasket and, with detached equipment, the pipe connecting the auxiliary 
reservoir and brake cylinder. While testing for cylinder leakage, if tem¬ 
perature will permit, apply soapsuds around the piston rod next to the 
cylinder head. If non-pressure head has a vent, as with old patterns, cover 
with wet hand. If the piston packing is leaking this will now usually he 
indicated by bubbles around the rod. If the cylinder packing is not leaking 
and the leakage is indicated by the test gauge, test the other joints men- 


131 


tioned. If the pressure rises during the brake cylinder leakage test there 
is leakage into the brake cylinder past the emergency valve, the check valve 
case gasket, the triple valve slide valve, the triple valve gasket or an end 
of the tube in the auxiliary reservoir. If the rise in brake cylinder pressure 
is 3 pounds or less per minute, repairs may be omitted, but if it exceeds 
3 pounds locate the cause and repair before continuing the test for brake 
cylinder leakage. To determine positively whether the cause is in the 
auxiliary reservoir or triple valve, first apply another clean triple valve with 
a new gasket and retest the cylinder. If the trouble still exists, the leakage 
is probably in the auxiliary reservoir and may be positively located without 
removal by subtsituting for the triple valve a flat plate having a pipe tapped 
opening at the center for connection of the yard air plant to the reservoir 
gnd having a section of the plate removed to uncover the end of the 
auxiliary reservoir tube, after which, the leak may be located by inspection 
or application of soapsuds and can usually be remedied by swelling the tube 
with a roller or drift. Leakage into the brake cylinder may be present 
without the gauge pointer rising, as where there is an equal or greater 
leakage out of the brake cylinder. ITse of soapsuds as mentioned will aid 
in detecting such a condition. 

(xxi) Cylinder Gasket Replacement. A defective cylinder head gasket 
in the combined equipment (cylinder bolted to reservoir) can be replaced 
without removing the parts from the car if the cylinder head bolts are 
•accessible, as follows: Clamp the piston rod close to the cylinder head, 
as in cleaning a brake cylinder; loosen or disconnect, as necessary, the 
branch pipe connection to triple valve; support the auxiliary reservoir, 
and slack off or remove the cylinder head bolts, and then carefully pry the 
reservoir back enough to clean the joint and insert the new gasket. The 
auxiliary reservoir may have to be entirely detached at all points. As the 
gasket can be applied more accurately from the inside of the cylinder when 
the auxiliary reservoir is not removed, always combine this work with that 
of cylinder cleaning where practicable. 

(xxii) Cylinder Packing Leaking After Cleaning. If the cylinder 
packing is leaking, cut out the brake, bleed all air from the auxiliary 
reservoir and repair as instructed in Sections viii, xiii, and xiv. 

(xxiii) Disposition of Old Packing and Gaskets. All brake cylinder 
packings, cylinder cap gaskets and check valve case gaskets removed because 
defective, will be cared for in manner to prevent further damage to them 
and, except as directed in Sections iv, v, and vii, turned into the storeroom 
not later than the first day of each month for disposition as directed by 
special instructions. 

(xxiv) Retaining Valve Cleaning and Inspection. When a brake is 
cleaned, remove the retaining valve cap, then the valve; clean the vent port, 
but do not increase its original size; moisten the valve seat, rub the valve 
on its seat and then wipe clean. Finally wipe and blow the case and, after 
lubricating the cap threads with graphite grease, replace the cap. With 
the weighted type of retaining valve, if wear allows the weight to rest on 
the bottom of the case, replace the entire retaining valve. The retaining 


132 


valve must have a good-order handle, be in a vertical position and firmly 
attached to the car. 

(xxv) Retaining Valve Pipe Inspection and Installation. While the 
retaining valve pipe is disconnected try it for loose joints by a moderate 
twist at the free end, and make any needed repairs. After reconnecting 
see that it is clamped at a distance of six feet from both the triple valve 
and retaining valve, and at not to exceed six feet intervals between these 
two points. It must not vibrate when car is running. Before entering the 
end of the retaining valve pipe which screws into the triple valve, make 
certain that the thread is good and not so long that the end of the pipe 
comes in contact with the brass bushing in the triple valve body. After 
applying this short section, make certain that the two halves of the adjacent 
union are tight on their pipes, and that the union joint faces are true with 
each other. If the union is of the flat-joint type apply a good order standard 
gasket. 

(xxvi) Retaining Valve Pipe Test. To test the retaining valve pipe 
on cars, turn up the retaining valve handle. With brake charged to 70 
pounds, make a service application of 20 pounds. Open the bv-pass in the 
test hose attachment and, as soon as the triple valve moves to release position 
(indicated bv blow commencing at retaining valve), start at the triple 
valve and quickly apply soapsuds to all of the joints of the retaining valve 
pipe to determine if they are tight. Repair any defects found and retest, 
repeating this operation until the pipe is tight. 

(xxvii) Retaining Valve Test. After it has been determined that the 
retaining valve vent port is open (for this purpose do not use an instrument 
which will enlarge it)—the brake being operated as directed in Section 
xxvi—the retaining valve must hold enough pressure to prevent moving 
the brake shoes on the wheels with the foot or other convenient means for 
a period of 3 minutes after the triple valve moves to release position on 
brakes which have just been cleaned, and within I !/> minutes on brakes which 
have been tested only (not cleaned). It is permissible to jar the vertical 
section of the retaining valve pipe to aid the retaining valve in seating 
Accurately. If the valve does not close and the brake releases, proceed 
as directed in Section xxiv. 

(xxviii) Retaining Valve Pipe Renewals. If a retaining valve pipe 
runs from the end of car as directly as possible to the triple valve connection, 
any looseness of the cylinder or springing of its supporting bracket will 
break the pipe or the boss at the triple valve exhaust port, or destroy the 
latter’s threads. To avoid this, the triple valve end of the pipe must be 
flexible. Where repairs must be made for other reasons re-pipe as follows: 
With cars having the triple valve between trucks, run the long section 
horizontally until almost in line (across car) with, but higher than, the 
triple valve exhaust port. Then bend down to connect vertically with a 
union on the short connection to the triple valve, which may be either a 
bent nipple or two straight nipples connected with an elbow. Properly 
made the bent nipple, when laid in the angle of a square, will not touch 
the edge of the square for about 3 inches each way from the corner, thus 


133 


providing a gradual bend. Each end of the short connection will be 7 
inches from the corner of the square. A\ ith cars having triple valves located 
above the sills, as on hopper cars, the retaining valve pipe must provide 
for a moderate amount of both vertical and horizontal movement of these 
devices. 

(xxix) Angle Cock Test. When yard hose is disconnected and with 
brake pipe yet charged, quickly note whether the adjacent angle cock is 
leaking into^ the hose and replace if defective. Test as instructed in 
Section (i) for the other one. If coupling guard pins are missing or badly 
worn, hose must be replaced and sent to shops for repairs. 

(xxx) Angle Cock and Hose Coupling Positions. The angle cock must 
stand 30 degrees from vertical, which will point the hose toward the center 
of the track. Turn air hose in the angle cock to such a position that when 
the couplings of two adjacent cars are raised to connect neither hose will 
have to be twisted. If coupled hose twist to one side when charged the 
couplings did not face properly before connecting. This damages gaskets 
and shortens life of hose. 

(xxxi) Angle Cock Location. The standard position of angle cock is 
designated by the A. R. A. When repairing foreign cars endeavor to 
maintain the owner’s standard position for that car. On system cars 
maintain the A. R. A. standards, conforming to drawings. 

(xxxii) Stencilling and Stencil Records. Stencil for cleaning, repair¬ 
ing and testing in accordance with A. R. A. Rules. Keep a record under 
dates when work was done, of initials and numbers of all cars upon which 
the brakes are cleaned and tested, the old stencil and the new stencil, and 
on foreign cars of the materials used for repairs. Include all this in 
monthly or other reports as directed in special instructions. 

(xxxiii) Hand Brake. Apply the hand brake and inspect it to deter¬ 
mine whether it is in safe, operative condition. The chain must not catch 
on the staff support, and the rods, levers, etc., must be free from any 
interference that would prevent the delivery of hand brake force to the 
brake shoes. 

(xxxiv) Brake Cleaning by Two Men. The instructions given in the 
preceding paragraphs cover the procedure when the work is to be done by 
one man. When two men are assigned to clean a brake, the order of doing 
the work must be followed as closely as practicable. One man at a time 
only should tighten nuts securing cylinder heads, piston followers, and 
triple valves, as two cannot draw the nuts uniformly, as directed. If 
economy of time necessitates the application of the triple valve before the 
piston is placed in the brake cylinder, before applying the triple place the 
mouth against the branch pipe connection to the check case and blow the 
piston and slide valve to their release positions, thereby insuring the 
necessary vent from the brake cylinder. 

(xxxv) Preparation of Soapsuds. The plain soapsuds is not, as a 
rule, as good for locating leaks as a lather, and the supply is used up 
faster. To make a lather, twirl the brush back and forth rapidly in the 


134 


soapy water by rolling the brush handle between the palms of the extended 
hands. 

(xxxvi) Tools and Equipment for Freight Brahe Cleaners. 

Item 

1. 1 Brake Test Apparatus. 

2. 1 %" x 50' Hose with FS-4 Couplings. 

3. 1 Cylinder Test Gauge and Fittings. 

4. 1 Hollow Piston Rod Clamp. 

5. 1 Drift. 

6. 1 Short Wrench for %" Rough Nuts. 

7. 1 Short Wrench for %" Finished Nuts. 

8. 1 Double End Wrench for y 2 " Rough and Finished Nuts. 

9. 1 Double End Wrench for %" Rough and Finished Nuts. 

10. 1 Scraper and Cotter Pin Opener. 

11. 1 and %" Stud Nut. 

12. 1 Spatula with Elastic Blade about 7" long by 1 wide. 

13. 1 10" Pipe Wrench (Stillson or Trimo). 

14. 1 24" Pipe Wrench (Stillson or Trimo). 

15. 1 1% pound Ball Pein Hammer 

16. 1 Flat Cold Chisel. 

17. 1 Round Nose Chisel. 

18. 1 Stencil (for cleaning dates, etc.). 

19. 1 Cylinder Grease Brush (with short handle). 

20. 1 Soap Suds Brush (about 2" round). 

21. 1 Stencil Brush (about 1" round). 

22. 1 Black Paint Brush (flat about 2" wide). 

23. 1 Graphite Grease Brush (*4" or %" round). 

24. 1 Set Cans or other receptacles with Cylinder Grease, Soapsuds, 

white stencil paint, quick-drying black paint and graphite grease. 

25. 1 Supply of Waste, Rags or both. 

26. 1 Supply of the frequently needed light brake repair parts. 

27. 1 Supply of Clean Triple Valves. 

28. 1 Supply of Packing Expanders and Cylinder Packings. 

Sub-para. (VII) OUTGOING INSPECTION OF BRAKES 

ON PASSENGER CARS IN TRAINS 
WHEN MADE BY OTHER THAN 
AIR BRAKE MEN 

A test of air brakes must be made on all outgoing passenger trains 
departing from originating terminals. As soon as the engine is backed on 
to the train an inspection should be made to ascertain whether there are 
any leaks and where discovered they must be attended to at once. This 
lookout for air leaks can be made at the same time as the general inspection 
of the equipment is made. When completed signal the engineer to apply 
the brakes by opening the discharge valve, to which is connected the signal 
cord, four times—each of about two seconds duration. When application is 
made inspection will be begun to establish that all brakes have applied and 
that piston travel is correct. Before adjusting the brake of a car for too 



135 


short piston travel, it must be learned from the engineer that a reduction 
of 25 pounds has been made. The signal to release brakes (same as for 
application) after the test, must be given with the air whistle signal from 
the rear car. When release has been signalled, see that the brakes on each 
car have released, and as train departs take up a position where it can be 
observed that no brakes are sticking. If during inspection, a brake sets 
in quick action it must be located, cut out and carded. 

In connection with the testing of passenger train brakes it must be 
clearly understood the practice of observing the brakes apply and release 
on the rear car only cannot be accepted as an air test, and each individual 
car must be inspected. Release of brakes will not be signalled for until 
after completion of inspection. It should be borne in mind that, after the 
train is handed over (in other words reported 0. K.), the train crew has to 
make another and separate test of the brakes, the procedure for which does 
not concern us. Inspectors will themselves signal for both the application 
and release of brakes for their own test. 

The most common air brake in use on our later passenger equipment 
is what is known as the LN equipment, consisting of a type L triple valve 
and the N type of brake cylinder. This equipment can be distinguished 
by observing that it has two reservoirs—one an auxiliary reservoir and the 
other a supplementary. These reservoirs are invariably placed alongside 
of one another. If, however, any doubt exists as to whether the equipment 
is LN, it can be definitely established by noting that the branch pipe on 
the LN equipment is connected to the cylinder pressure head (the L triple 
being known as a pipeless triple), whereas other types are piped into the 
valves. 

Inspectors will observe, however, that in addition to LN brake equipment, 
we have in use PM (P triple and M type cylinder) and NYS (New York 
High Speed, which corresponds to the PM). On foreign cars PC (Pressure 
Control) and TIC (Universal Control) will sometimes be found. When a 
train is made up of which 75% or more of the brakes are LN, the equipment 
will function in the ordinary way, with supplementary reservoirs cut in. 
When the brakes other than LN (PM, NYS, PC and UC) represent more 
than 25%, and consequently LN forms less than 75% of the brakes of the 
entire train, the supplementary reservoirs on the LN equipment will be 
cut out. 

The reason for this is that LN equipment is provided with certain 
graduated release features, while the other type of brake is not, and this 
results in the breaking at certain stages being done only by the cars with 
LN equipment. 

When these cars form more than three-quarters (75%) of the train, 
no damage is done, but when it gets below that point the braking is confined 
to too few cars. When the LN supplementary reservoirs are cut out all 
brakes in the train function on the same basis. 

The PC and ITC equipment can, by changing the position of a cap 
in the valve, be made to function with graduated release features, but 


136 


normally inspectors, other than air brakemen, will be unable to know when 
a brake is so set up, and will therefore include all PC and UC equipment 
in the brakes “other than LN equipment.-’' 

At all divisional inspection points between departing terminal and final 
destination, an inspection will be made of brakes by one (preferably two) 
of the inspectors standing in such a position that they may observe whether 
iany brakes are sticking as train departs from the depot. When going over 
train in the course of general inspection, it will be observed that each brake 
has applied, and that the piston travel is correct. At such points piston 
travel will not be interfered with unless the travel is less than 6 inches or 
more than 10, when it will be corrected. When cutting a car out, close the 
cut-out cock in the branch pipe to triple valve, open the drain cocks of 
both auxiliary and supplementary reservoirs, and leave them open. Card 
cut-out cock. The air brake defect card should be applied only as a last 
resort by inspectors; if however, the defects cannot be repaired, the card 
should be attached to the branch pipe near the triple valve and the par¬ 
ticular defect for which the brake is cut out must be marked on the card. 

When changing engines at terminal points always release all pressure 
from signal system on train, in order that it may be known that the engine 
coupling on to the train will fully charge and maintain the pressure. 
Before coupling the signal hose on engine to the train, open the cock in 
signal pipe on tender and blow out all foreign matter. At a terminal if 
the required pressure cannot be obtained in the signal system inspect for 
leakage of hose couplings, also at car discharge valves. If a car discharge 
valve leaks and cannot be repaired quickly, close the cut-out cock in the 
branch pipe to the car discharge valve and notify the conductor. 

Sub-para. (VIII) INSPECTION, TEST AND REPAIR 

BY AIR BRAKE MEN OF BRAKES ON 
PASSENGER CARS IN COACH YARDS, 

SHOPS OR ON REPAIR 
TRACKS 

When passenger train cars reach coach yards, shops, or repair tracks 
the brakes are to be inspected, tested and repaired when necessary by 
competent air brake men. Where coach yards are equipped with portable 
test trucks such trucks will be used for making the tests. At points not 
equipped with portable test trucks, installed testing device will be used for 
this purpose. 

(i) Caution. : Before undertaking any work on cars where an applica¬ 
tion of the brakes might result in personal injury, employes will first cut out 
and render brakes inoperative in the following manner: 

Close cut-out cock in branch pipe to triple valve and open drain cocks 
in auxiliary and supplementary reservoirs leaving them open. Employes 
performing these duties will be held responsible for closing drain cocks 
and cutting in brakes after this work has been performed. 

Before commencing test be sure that: 

(a) All hose are connected up and angle cocks and cut-out cocks are 


open, including signal line and that the handles on cut-out cocks on signal 
line have handles pointing downward when open. 

(b) Supplementary reservoirs and water raising systems are cut in. 

* 

(c) Angle cocks are in the proper location and at the proper angle 
(A. R. A Standard). 

(d) Hose or brake pipe are not visually defective. 

First blow all moisture out of yard line air hydrant and then connect 
to portable test truck or testing device, and brake pipe and signal pipe of 
cars and allow same to charge. 

Repairs will first be made to any loose or missing pipe clamps, angle 
cocks or hose out of standard position, brake rods worn by contact with 
wheels or axles, also see that retaining valve handles are down and hand 
brakes released (except where hand brakes have been set to hold train), that 
all pins have cotter pins applied, and all reservoirs have standard drain cocks, 
(handles turned down to close), and that the brake equipments are not out 
of date for periodical cleaning, (brake cylinders 6 months and triple valves 
3 months.) At least 5 inches should remain on slack adjuster for take up, 
otherwise the foundation brake rigging should be re-adjusted. Following 
these repairs, where necessary the brakes will be tested, adjusted, and 
repaired in accordance with the following and carried out in the order given. 

Undesired Quick Action Test. When train is fully charged, make an 
initial brake pipe reduction of 7 pounds and after 10 seconds follow with a 
light reduction of 3 pounds. 

Note the brake pipe hand on the gauge during the time the light 
reduction of three pounds is being made, and if it suddenly fluctuates it 
indicates a triple valve has produced quick action. In such case release 
the brakes and recharge. After train is charged to standard pressure (90 
pounds), make a reduction of 5 pounds, immediately inspect for brakes 
which did not apply. If there is a car on which the brake does not apply, 
that triple valve should be removed. 

Brake Pipe Leakage Test. If during the undesired quick action test, 
quick action is not indicated by the gauge and after the 7 and 3 pound 
reductions have been completed note the drop of brake pipe hand on air 
gauge for one minute, which will indicate brake pipe leakage, which should 
not exceed three pounds. If in excess of this amount, leakage should be 
located and remedied. 

When during the test quick action has occurred and after triple valve 
has been located and changed brake pipe leakage test should be made from a 
10 pound reduction as in above manner. 

Piston Travel Release Test, Etc. After the brake pipe leakage test has 
been made, the reduction should then be continued until a total reduction 
of 25 pounds from standard pressure has been made. Then inspect all 
brake cylinders for piston travel which should be adjusted to 7y 2 inches 


138 


on cars having automatic slack adjusters, and 7 inches on cars not so 
equipped. Piston travel should always be adjusted after brake shoes are 
changed. When inspecting for piston travel, it should be noted that all 
shoes are against the wheels and levers are not fouling. 

Release test will be made by allowing brake pipe pressure to charge up 
through by-pass and proper sized orifice of variable choke disc valve for 
given number of cars where improved testing device is used, or the choke 
fitting where portable test truck is in operation. Any triple valve that 
fails to release must be removed. 

On trains having L. N. equipment an additional test should be made 
as follows: 

With train charged to standard pressure, make a 25 pounds reduction. 
After This reduction has been completed, make a partial release of the 
brakes by allowing the brake pipe to charge up about 12 pounds. Wait 10 
seconds and make another partial release with a charge up of 5 pounds. 
Wait 10 seconds, then make a complete release. If any triple valve fails 
to release on this test it should be removed. 

Signal Line Test. When preparing to make tests connect the brake 
and signal hose on the car to' the portable test truck by means of yard hose 
and triple hose fitting and open the angle cock and signal pipe stop cock 
which will permit the signal pipe to be charged simultaneously and equally 
with the brake pipe. 

Signal line and car discharge valves should be tested for leakage, and 
inspector should pull signal cord in each car to insure that car discharge 
valves open and close properly and have not been cut out for any purpose. 
If found cut out, the cause for same should be located and remedied. It 
should be noted that cords to discharge valves and conductors valves, 
respectively, are free from knots, properly run over pulleys, and of sufficient 
length to avoid trouble from shrinkage in damp weather. 

Express, milk, refrigerator, or cars of similar type which seldom reach 
coach yards or repair tracks are invariably to be tested singly. 

(ii) Dirt Collector, Brake Pipe Branch, Etc. The same as for freight 
cars excepting dirt collectors will be cleaned every three months at time 
of triple valve removal and on cars have the pipeless type of triple valves 
the union connecting branch pipe to pressure head should be disconnected 
and strainer inspected if there is an indication the blow of air is retarded 
in blowing out the branch pipe. 

(Hi) Brake Pipe Strainer. The same as for freight cars. 

(iv) Removal of Triple Valve and Casket. The same as for freight 
cars. 

(v) Disposition of Dirty Triple Valve. The same as for freight cars. 

(vi) Clean Triple Valve. The same as for freight cars. 

(vii) Triple Valve Gaskets (Foreign Cars). The same as for freight 
cars. 


139 


(viii) Brake Cylinder Cleaning and Lubrication. Cylinders must be 
cleaned every six months, and must never be lubricated without first being 
cleaned. The cylinder head should be taken off, the piston removed and 
thoroughly cleaned, being careful not to use KEROSENE, GASOLINE or 
any other MINERAL OIL in cleaning the packing leather; this should be 
wiped off dry, using a dull round cornered scraper to remove any hard sub¬ 
stance. Eixpander rings must be checked to see that they are not out of 
round, and placed in the cylinder without binding. In assembling, the opening 
should always be placed on top. To lubricate the cylinder, use a small 
amount of Emery Compound applied evenly around the walls of the cylinder. 
The following is the correct amount for one cylinder: 

10" cylinder requires 2 ounces of lubricant 

12" cylinder requires 2y 2 ounces of lubricant 

14" cylinder requires 3 y 2 ounces of lubricant 

16" cylinder requires 4 ounces of lubricant 

18" cylinder requires 5 ounces of lubricant 

The leakage must be known to be clear, also the slack adjuster port 
in the wall of the cylinder. If the same packing leather is to be replaced, 
it should be turned top to bottom to even up the wear. After the cylinder 
is cleaned and assembled it should always be tested for leakage as follows: 
Connect the test gauge to the exhaust port of type “P” and “S” triples, 
and the retaining valve connection in the cylinder pressure head on cars 
with “L. N.” equipment, then apply the brakes with a full service applica¬ 
tion (about 25 pounds) close the test gauge cock and release the brakes, 
if the gauge shows less than 50 pounds re-apply until 50 pounds is secured. 
Then note the leakage if any, which will be indicated on the gauge. A 
greater leakage than five pounds per minute is excessive and the cause 
must be located and remedied. 

(ix) Piston and Packing Cleaning , Etc. The same as for freight cars. 

(x) New Cylinder Packing Application. The same as for freight cars. 

(xi) Packing Expanders. The same as for freight cars. 

(xii) Cylinder Lubrication. See (viii). 

(xiii) To Replace Brake Cylinder Piston. The same as for freight 
cars. 

(xiv) Triple Valve Application. Clean the gasket bearing surface on 
the brake cylinder pressure head, place the gasket on the clean triple valve 
and then the valve on the brake cylinder pressure head. Holding the valve 
true against its joint, run all nuts down to a very light contact with the 
triple valve flange, then tighten firmly, drawing each a little at a time 
so as to insure a true bearing. Clean and apply the triple valve strainer. 
Make the branch pipe union joint face substantially true with its connection 
to the triple valve, apply a gasket and tighten the union. 

(xv) Inspection While Brake Is Charging. The same as for freight 
cars. 


140 


(xvi) Pipe Clamps. The same as for freight cars. 

(xvii) Piston Travel Adjustment. When the brake is charged to 90 
pounds apply by making a service reduction of 25 pounds with the exhaust 
cock in the yard hose attachment. Measure the piston travel, and if less 
than 6" or over 8" release and readjust to about 7". 

(xviii) Foundation Brake Rigging. At coach yards and originating 
terminals a thorough inspection must be made of brake beams, hangers, 
pins, cotter keys and all parts of the foundation brake gear and apparatus. 
All levers must be adjusted to the proper angle, observing that there is 
no obstruction to prevent the free operation of the levers and rods, and that 
there is sufficient clearance between the brake arrangement and the truck 
parts. With the brakes released see that the slack is evenly divided between 
both ends of car. Be positive that all parts of the brake rigging is connected 
properly and that all lever pins are of the proper size and have a cotter 
key in place and properly opened. Air brake men should observe that 
the brake beam hangers are of equal length, that is, see that there is not 
one short and one long one on the same beam, as this will cause one shoe 
to ride the wheel flange and interfere with propur braking. Whenever 
this condition is found, the foreman in charge should be informed and 
the necessary steps taken to rectify. Piston travel should be maintained 
to as close to 7" as possible (standing). Cylinder levers must be known 
to be of proper dimensions. The dimensions of the lever is always stencilled 
on the car near the brake cylinder and the levers should be frequently 
checked to see that the dimensions correspond. The dimensions of the 
live and dead truck levers on four wheel trucks should also he checked; 
these dimensions are always 7" x 24)/o" between center of holes. Whenever 
' making any adjustment of rods or levers under cars, the cut out cock in 
the crossover pipe must first be closed and auxiliary reservoir bled to protect 
the person doing the work from injury. Great care is to be exercised to see 
that brake beam safety hangers are of such length as will not allow the 
beam or parts to come in contact with the rail in case the brake beam should 
have to depend on the safety hangers for support. 

CONDUCTOR AND SIGNAL VALVES must be examined each time 
car is tested, to see that they are operative and free from leaks. 

(xix) Brake Cylinder Leakage Test. The same as for freight cars 
excepting that the brake pipe pressure will be 90 pounds. 

(xx) Cylinder Packing Leaking After Cleaning. The same as for 
freight cars. 

(xxi) Disposition of Old Packing and Gaskets. The same as for 
freight cars. 

(xxii) Pressure Retaining Valves. Retainers must be cleaned at each 
brake cylinder cleaning and thoroughly tested. Whenever practicable they 
should be removed and replaced with one which has been cleaned and tested 
in a triple valve room. Care must be taken in placing the handle in the 
proper position. 


141 


(xxiii) Retaining Valve Pipe Inspection and Installation. The same 
as for freight cars. 

(xxiv) Retaining Valve Pipe Testing. The same as for freight cars 
excepting that the brake be charged to 90 pounds and service reduction 
made of 25 pounds. 

(xxv) Angle Code Test. The same as for freight cars. 

(xxvi) Angle Code and Ilose Coupling Position. The same as for 
freight cars. 

(xxvii) Angle Code Location. The same as for freight cars. 

(xxviii) Stencilling and Stencil Record. Wherever possible the clean¬ 
ing date for triple valve and brake cylinder should be applied in standard 
method showing day, month and year to both sides of car, in one inch figures 
and letters. Record will be kept of numbers or names of all cars so handled. 

(xxix) Hand Brake. The same as for freight cars. 

(xxx) Automatic Slade Adjuster. Automatic slack adjusters should 
be cleaned and all parts carefully inspected and given the proper attention 
each time the brake cylinder is cleaned. During the inspection, see that 
the ratchet nut teeth are not broken, also the release spring and that the 
brass washer is in place. After removing the cylinder from the casing 
and piston, thoroughly clean the piston and packing leather and examine 
the parts for defects. If the packing leather appears to be in a serviceable 
condition, replace the expander, lubricate the leather and slack adjuster 
cylinder with the same compound as used for the brake cylinder. On 
completing the cleaning and lubricating, and before securing the cylinder, 
draw it away from its seat on the casing, cover the cylinder pipe connection 
with the palm of the hand and then press the cylinder toward its normal 
position. This will compress the air in^ the cylinder. If there is leakage 
the cylinder will gradually move to contact with its casing, thus indicating 
the need of locating and repairing the leakage immediately. To lubricate 
the ratchet nut and screw, place sufficient dry graphite in the adjuster 
nut to touch the bottom of the screw. The screw must not be oiled. 

(xxxi) Applying Neiv Brake Shoes to Cars Having Automatic Slack 
Adjuster. When applying new shoes obtain the necessary slack by turning 
the slack adjuster nut, one-quarter turn to the right (direction to take up 
slack) to make certain/the pawl is disengaged. Then turn the slack adjuster 
nut to the left until the slack is sufficient to permit at least 814" piston 
travel after the new shoes are applied. (Do not change the adjustment at 
any other point in the brake rigging except to correct improper changes 
previously made.) If the adjuster cross-head is at the outer end of this 
adjuster body and locked, loosen the stop screw about one-eighth of an inch, 
turn the adjuster nut one-quarter turn to the right to free the pawl, and 
then to the left to let out the required slack. Retighten the stop screw, 
using two wrenches to make it secure. 

When brake shoes have been renewed, apply the brake with a full service 


142 


application, then measure the piston travel (which should be at least 8^4", 
so as to operate the slack adjuster) and inspect the brake and slack adjuster 
cylinder, also the joints of the adjuster cylinder pipe for leakage. Whenever 
a new shoe is applied, the shoe on the opposite end of the brake beam must 
be examined, and if the difference in thickness between the old and new 
shoe is more than 14 "—that is, is sufficient to be noticed by the eye without 
measuring—two new shoes are to be applied to overcome the distortion 
of brake beam that would otherwise result. 

Place a chalk mark across the casing and the adjuster nut to show 
later whether the adjuster has operated during the inspection. Inspect the 
foundation brake gear to determine whether there is ample clearance 
between levers and lever guide for additional movement in the direction of 
the brake application, whether the angularity of all levers is correct, and 
whether all rods are clear, with ample clearance between rods and axles 
of six wheel truck brakes. Release the brakes and note whether the adjuster 
nut has turned, indicated by the chalk mark being broken. Next take up 
the slack on the adjuster so it will give 714 " standing travel. The piston 
in which the adjuster cross-head is left, should be indicated bv a chalk mark 
on the adjuster body as this will later indicate whether the adjuster is 
operating and the amount of slack it has taken up since the last adjustment. 
Starting on a run there should be more than sufficient take-up remaining 
on each slack adjuster to insure its ability to regulate the piston travel to 
the next terminal, at least 5". 

(xxxii) Centrifugal Dirt Collectors. Remove the dirt collector cap and 
loosen with scraper any solid matter on the dirt collector. Thoroughly blow 
by opening and closing cut-out cock. This must be done every time triple 
valve is changed. Coat thread of dirt collector cap with graphite and replace. 

(xxxiii) Preparation of Soapsuds. The same as for freight cars. 

(xxxiv) Tools and Equipment for Passenger Brahe Cleaners. The 
same as for freight cars. 

(xxxv) Air Pressure Water Distributing System. On many of our 
passenger cars we have an air pressure water distributing system and as 
this has some bearing upon the operation of the brakes it is necessary that 
the pressure governing device be tested at least once in each three months, 
preferably when the triple valve is exchanged, and at any other time when 
water is found in the brake system or where the air brake sticks on the 
car without apparent cause. So that it may be known how to test the 
governor and reducing valve the following is laid down: 

Yard test for governor will be made by charging the system to standard 
pressure, closing the cut-out cock in air brake crossover pipe, opening the 
drain cock in each of the air brake reservoirs. After all air pressure is 
relieved from these reservoirs, close drain cocks and leave them closed five 
minutes. Hold the hand at the auxiliary reservoir drain cock and open 
same. If any pressure escapes, it indicates that governor valve is leaking 
and same should be removed and repaired. If no pressure escapes valve 
may be considered in serviceable condition. Defective valves should be 


143 


sent to Milwaukee or Tacoma shops for repairs. When cars have been 
tested, the designating letters for the terminal together with the date 
of testing shall be stencilled on the side of the water boxes in 1" white 
block letters. 

Tard test for reducing valve will be, with water in the water tanks 
charge the air brake and water distributing system to standard pressure. 
Then open the water faucet to the wash basin in the lavatory; if the pressure 
throws the water out of the basin while being drawn, it indicates that the 
reducing valve is leaking or improperly adjusted and same should be re¬ 
moved, and repaired. 

Sub-Para. (IX) CLEANING AND HANDLING OF 

TRIPLE VALVES 

The cleaning and handling of triple valves constitutes such an important 
factor in connection with the maintenance of air brakes, that the instruc 
tions governing their cleaning and handling are published in full, as 
follows: 

(i) As the triple valve is considered the heart of the air brake, a 
thorough understanding of its elementary functions and principles of 
operation on the part of the test rack operator and triple valve cleaner and 
repairman is not only important, but absolutely essential in order to obtain 
the best results possible in its maintenance and bringing it up to its proper 
standard. 

It is very important that the triple valve be maintained at the highest 
practical efficiency, and in order to determine promptly and accurately 
whether or not triple valves are up to the proper standard of workmanship, 
they must not be cleaned on car but removed and replaced with valves of 
duplicate types which have been properly cleaned, lubricated, repaired and 
passed the prescribed codes of tests on the Standard A. R. A. triple valve 
test rack. 

(ii) The following table includes size of brake cylinder and Standard 
Westinghouse Triple Waives with piece number : 


Cylinder 

Locomotive 

e -Passenger Cars- N 

Freight 

Size 

or Tender 

Old Equipment 

New Equipment 

Cars 

8 " 

Fl-4233 



Kl-27852 

10 " 

FI-4233 

Pl-1760 


K2-28968 

12 " 

F2-1826 

P2-1775 

L2-15500 


14" 

F2-1826 

P2-1775 

L2-15500 


16" 

F2-1826 

P2-1775 

L3-16370 


18" 


P2-1775 

L3-16370 



Style E—N. Y. or FI Triple Valves supercedes G-24. 

Style C—N. Y. or F2 Triple Valves supercedes F-25. 

Where y 2 " piping is used the %" Triple Valve will be bushed with a 
flush bushing. 




144 


(Hi) When types H-l and IT-2 triple valves get to a point where they 
need to be re-standardized, or any factory repairs, or the type Id-1 (F36) 
with bushings in need of truing up or a combination of repairs to slide 
valve, its seat and piston ring will be converted to K1 and K2, respectively. 
The New York triple valves cannot be converted into the standard K type 
triple valves. When the F-l, B or S-l, B New York quick action triple 
valves get worn to point of needing any factory repairs, body cracked, or 
broken or exhaust opening boss broken, or threads stripped, also when 
same need a combination of heavy repairs they should be dismantled and 
bodies broken, scrap brass salvaged and a working stock of good serviceable 
material be kept for repairing similar valves still in service. For the 
present type H-l-B. New York will be maintained to take care of foreign 
equipment, but no factory repairs will be made to this type. On system 
freight cars Iv-1 triple valves are interchangeable and can be substituted 
for Fl-B. N. Y. The K2 triple valves substituted for Hl-B. N. Y. and 
on passenger equipment the P2 triple valve substituted for Sl-B. the L2 
triple valve substituted for J-5 N. Y. When SI N. Y. triple valve or the 
compensating valve is no longer serviceable, they should be replaced with 
the type P2 triple valve and E-3 safety valve. High speed reducing valves 
should be treated the same as compensating valves. 

(iv) When a triple valve is removed from car to be tested before 
cleaning, turn brake pipe opening down and tap lightly to remove any 
dirt or moisture so that same will not pass into triple cylinder and test 
rack when being tested. 

(v) All triple valves in any service, as outlined below, must be removed 
and replaced with valves of duplicate types which have been cleaned, lubri¬ 
cated, repaired and passed all required tests on Standard A. R. A. Test Pack, 
(a) on locomotives and tenders when inoperative or vehicle shopped for 
classified repairs; (b) on passenger train cars when found cut out and 
carded by brakes sticking or inoperative and when by aid of portable test 
truck or special testing device, valve is found inoperative or not functioning 
properly according to specified code tests; (c) when vehicle is shopped 
for repairs, and in addition should be removed and replaced every three 
months thereafter; (d) on freight cars when found cut out and carded for 
brakes sticking or inoperative and when by the aid of portable test truck 
or special testing device, valve is found inoperative or not functioning 
properly according to specified code of tests; (e) and thereafter each twelve 
months, or (f) if it is on repair tracks and stencil date shows nine or more 
months since last cleaning. 

All triple valves received from manufacturer must be overhauled and 
tested before being put into service. 

(vi) All points not equipped with standard triple valve test rack, will 
return the removed triple valves, with the old gasket and all openings sealed, 
to storekeeper for replacement. Local storekeeper will ship them to the 
nearest shop having a standard triple valve test rack for repair and return. 

(vii) On completion of final test, triple valves should be prepared for 


145 


shipment 01 transfer to repair yards by applying a gasket in good condition 
and metal shipping caps for protecting the flange bolting face and auxiliary 
reseivoii opening, also metal thread protectors for sealing exhaust port 
and brake pipe connections and stencilled with the symbol of the station 
doing the work, these protectors should not be removed until immediately 
before applying triple valve to car and when removed should be applied 
to the triple valve taken off the car. Shipping caps will be furnished by 
general storekeeper and will be known as the H, K, and L, type. 

Metal thread protectors for all %" exhaust openings P. No. 21194. 
Metal thread protectors for all %" exhaust or pipe openings P. No. 21195. 
Metal thread protectors for all %" exhaust or pipe openings P. No. 21196. 
Metal thread protectors for brake pipe external thread P. No. 57129. 

When shipping the “L” type of triple valves, the safety valve must be 
removed and boxed or wrapped up and properly tagged, and the safety 
valve opening in triple valve sealed, preferably by special plug P. No. 19052. 

(viii) Triple valve removed from car having slid flat wheels or reported 
sticking, going into undesired quick action, or .any other defect, must have 
a special tag applied stating cause for removal, giving car number and 
where removed. Triple valve so removed must be tested before being dis¬ 
mantled and cleaned, and record of test made, after which valve must be 
treated as old date valve. 

(ix) When cleaning triple valves without laundering vat, a special 
device for holding or clamping triple valve should be used, so valve will 
be in such position that all parts will be accessible for removal and cleaning 
without further handling. (A device for this purpose, is detailed on Draw¬ 
ing No. D-685, available upon application to M. C. B.) In dismantling 
service parts, remove graduating stem nut, graduating stem spring from 
cylinder cap, clean the stem guide hole which must be standard bore 25/64". 
Check stem nut for standard length which is 19/32" from end of bearing 
to flange. Stem must he free from bruises and not distorted, and must 
work freely in the bore nut. Check graduating stem spring to see that 
it is standard to type of valve and in good serviceable condition. Remove 
cylinder cap, ascertain if cylinder cap gasket is serviceable, renew if hard, 
cracked or pitted at point of contact with main piston. Do not bend 
sharply as lots of good gaskets are ruined by unnecessary bending. All 
cylinder cap gaskets removed from triple valves must be saved, tied up 
in bundles of twenty-five and shipped to Milwaukee shops for reclaiming. 
Check cylinder cap to see if threads for graduating stem nut are in service¬ 
able condition. Cylinder cap must have enough of flange to insure centering 
it on valve body, and to support the sections of gasket opposite the brake 
pipe passage. Rap body of cylinder cap to loosen dirt and scale and blow 
out thoroughly with compressed air. 

(x) Pull main piston and slide valve, if triple valve has the slide type 
graduating valve, remove slide valve and graduating valve. Immerse in 
kerosene oil and with a swab of cheese cloth on a stick, thoroughly clean 
out cylinder bushings, slide valve bushing and its seat. Clean feed groove 
with box wood or hickory pointed stick, or copper pointed tools. Do not 
use hard metal tool in feed groove or ports. 


140 


(xi) When removing retarding device, check to determine if stem is 
stuck in its guide by inserting a wooden stick. If stuck loosen with kerosene 
and make free before attempting to remove. 

(xii) When removing check valve case, tap lightly with hammer on 
bolting flange to loosen check valve case gasket, but do not by pushing, 
pulling, or striking with hammer move it sidewise because this will bend 
emergency valve stem. Check valve cases having cast iron seats for check 
valve should be scrapped. Tap check valve case with hammer and thor¬ 
oughly blow out. Note that threads at brake pipe connections are in such 
condition as will insure a tight joint, if not case should be scrapped. Lap 
each check valve case face to a true and full bearing on a lapping plate 
made of cast iron machined to an accurate and smooth surface and to which 
a sheet of emery cloth has been glued. This lapping will show low spots 
which would cause leakage, as well as remedying such where not very bad. 
See that a full bearing is had between the recess for emergency valve seat 
and the brake pipe passage. Special care should be taken to insure emer¬ 
gency seat recess being thoroughly cleaned and of correct depth (.19") 
so seat when applied will be flush with check valve case. If the recess is 
deeper than standard the case should be faced off to give the standard depth. 
Paper washers to remedy this trouble should not be used. 

The lost motion between the check valve and its seat bush must not 
exceed .01" otherwise the valve will not seat true. Grind in check valve 
with a suitable grinding compound and thoroughly clean valve and seat 
and blow out with compressed air. Test check valve in its case for leakage 
with a special device. A device for this purpose is shown on Drawings 
12720-1 and 12820-1 which can be obtained from the M. C. B., or discarded 
clamping device for discarded 2 T. test rack can be used for this purpose. 

(xiii) Thoroughly clean emergency piston and its cylinder bush. The 
emergency piston should never be filed, rubbed on emery cloth, or have any 
cutting material used. It should fit its bushing and guide so as to pass the 
A. P. A. triple valve test rack. 

(xiv) Clean emergency valve seat but do not flatten by rubbing on 
emery cloth, as the emergency valve seat should have the standard round 
bearing 3/32" radius. Emergency valve seat should be reclaimed when 
flat or distorted, providing that the valve bearing will not be more than 
1/64" below the face of outer flange and guide portion is true with seat. 
Flat or distorted emergency valve seats should be boxed up and forwarded 
to the nearest points equipped with a special designed machine for doing 
this work. 

(xv) Emergency valve rubber seat should be removed when pitted or 
its condition such that it is reasonable to assume that a tight joint cannot 
be made. Before applying a new rubber seat it is of the utmost importance 
that the recess for the rubber seat is thoroughly cleaned and free from 
distortions, so that there will be an even and uniform bearing for a new 
seat. Rubber seat should be lightly coated with flake graphite before being 
applied. The emergency valve should be checked in a cylindrical gauge 


147 


to ascertain if stem and. rubber seat are true. When stem does not enter 
gauge, due to oversize, it should be reamed to size in a special device which 
v ill guide the stem to keep it straight. Where cylindrical gauge does not 
leave a full bearing on seat after emergency valve has been rotated the 
emergency valve should be checked in the tool for testing the back of valve. 
If the stem is bent it should be straightened in a specially designed tool 
that will not bruise or distort the stem. Points not equipped with facilities 
for reclaiming emergency valves will box up and ship to Milwaukee shops 
for reclamation. 

(xvi) No lubrication should be applied to the emergency piston, emer¬ 
gency valve or check valve. The vent valve piston of the New York type 
of triple valves should be lubricated by applying a light coating of suitable 
high grade oil to the vent valve piston packing ring. 

(xvii) The check valve case gasket should be carefully examined to 
'.see that the bead is in good condition and should be carefully cleaned 
without scraping and with both sides lightly coated with flake graphite 
should be applied to emergency valve seat with beaded side toward face of 
check valve case. 

When assembling coat the thread on bolts or cap screws with graphite 
grease, and uniformly tighten. Bolts, nuts, or cap screws that have 
defective threads or which cannot be tightened with standard triple valve 
wrench must not be used. The use of cold chisel for tightening nuts is not 
permitted. 

(xviii) The slide valve seat and main valve bushing should be cleaned 
out thoroughly with cheese cloth and all parts thoroughly blown out with 
compressed air. With a rubber tipped bent special nozzle blow out with 
compressed air all ports in slide valve seat and bushing, paying special 
attention to quick service port on “K” type triple valves. Wipe and blow 
off with compressed air the slide valve, graduating valve and piston, leaving 
all parts dry. 

Note that piston ring groove is clean and that ring moves freely in 
groove. If ring is stuck, do not use a hard metal tool to free same. 

(xix) With the following parts entirely free from oil or grease, lubricate 
the face and seat of slide valve, and slide type of graduating valve with 
approved fine high grade dry graphite, rubbing in thoroughly on the slide 
valve seat, slide valve face, also on the upper portion of the slide valve 
bushing where slide valve spring bears. Endeavor to have as much as 
possible adhere to and fill up the pores of the brass leaving a very thin 
coating of free graphite. Bub in the graphite with a flat stick over the face 
of which a piece of chamois skin has been glued. 

At the completion of the rubbing operation a few light taps of the 
stick on the slide valve and seat followed by blowing off with a light blast 
of compressed air, will leave the desired coating of loose graphite. 

This special graphite should be kept in the original container, a slot 


148 


being cut in the cover which will just allow the chamois covered stick to 
enter, the stick to be left in the slot as a stopper when not in use. 

(xx) In assembling the slide valve and piston great care should be 
exercised when rivetting the slide valve spring pin in order not to spring 
the two vertical walls so as to bind the graduating valve. 

Avoid undesirable slide valve spring tension; when correct the outer 
end of spring will be higher than the bore of the bushing when this 
end of spring touches the bush lightly, as it enters, without being com¬ 
pressed. 

(xxi) The triple piston packing ring and its cylinder should be lubri¬ 
cated with a suitable high grade oil as follows: Insert the piston and its 
valves in the body, placing the ring opening at the bottom of the cylinder 
and move piston to release position, then sparingly lubricate the piston 
cylinder with a drop or two of oil rubbed on with the finger and move the 
piston back and forth several times, after which remove the surplus oil 
from the outer edge of the cylinder to avoid leaving a surplus of oil to 
run on slide valve or its seat, while valve is being handled or stored before 
going into service. 

Apply a coat of dry flake graghite to the face of the bolting flange of 
the cylinder cap and, apply graphite grease to the graduating stem nut, 
cylinder cap bolts and threaded portion of retarding device body. Retarding 
device stem should be free in body to prevent it from sticking in retard 
release position. The piston stem should strike in the center of the 
retarding stem when piston is being moved to release position. 

(xxii) After cleaning all triple valves should be tested on standard 
test rack according to the A. R. A. Code of Tests, applying to the type of 
triple valve being tested. 

(xxiii) When triple valve fails to take all tests it should be marked 
with a symbol indicating the defect or defects to be remedied and must 
be tested again at completion of repairs. When a triple valve fails to take 
the prescribed tests for main piston packing ring, it should be determined 
if bushing needs to be trued up before fitting a new ring. The work of 
truing piston bushings should be done on a specially designed machine 
made expressly for that purpose. 

This work should not be done by means of reamers, rollers, expanding 
lapping sleeves, universal grinders or lathes, as the results from such are 
unsatisfactory. Where truing up the bushing will increase the diameter 
more than .010" larger than standard, the triple valve should be returned 
to the manufacturer for restandardizing. The bushings of all repaired 
triple valves should be checked with an accurate gauge of maximum diameter, 
and condemned if gauge will enter. It should be known that the feed 
groove is of proper size and length. 


149 


Standard cylinder diamenters are: 


Types H, K, P, LI, F2, W. A. B. and FI, HI, SI, C, GN1, 

GfX2, K3, K4, K5, and K6, N. Y. A. B. 

Types L2A, W. A. B. 

Types L3, W. A. B. * 

Types G-24 and F-25 plain triple valves. 

Types FI, W. A. B. and Style E 1ST. Y. 


3.5" 

4.0" 

4.75" 

3" 

3%" 


. ( xxiv ) For the present the following types of triple valve bodies will be 
shipped into main shops at Milwaukee for truing up of piston cylinder 
bushings, Ivl, L2, K2, H2, PI, P2, and L3, and also all plain triple valves 
for locomotives. 


M hen triple valve fails to take piston ring leakage test, shim with paper 
between the ends of old rings, until a slight resistance is offered to the 
movement of the main piston close to the outer end of its cylinder. Then 
steadily move the piston inward, noting whether a material difference or 
decrease in resistance is met (if existing it will be met at the service travel). 
If a decrease in resistance is found bushing must be reground. 

In preparing for shipment any valve which shows excessive bushing 
wear in any of the types mentioned, the valve will be entirely dismantled. 
All parts excepting the body, will be put into a container, and a strong 
box of proper size and shape procured to take individual valve body. 

A small metal tag with symbol of station and a number stamped or 
imbedded in same will be wired or bolted to check valve case bolting flange. 
Also a number corresponding with that of marked metal tag will be attached 
to parts in container. 

When body of valve is boxed up, a linen “Repair and Return” tag 
should be securely tacked on box and marked with ink, “Air Brake Foreman, 
Car Dept.” care of Storekeeper, Milwaukee Shops, and a requisition made 
to cover, and forwarded through regular channel. 

(xxv) Following are the points having test racks and initials to be 
used for identification: Western Ave., W. A.; Galewood, GAL.; Dubuque, 
DUB.; Ottumwa, OTT.; Sioux City, S. C.; Atkins, A. T.; Green Bay, 
G. B.; LaCrosse, LAX.; Minneapolis, MPLS.; Aberdeen, A. B.; Miles 
City, M. C.; Harlowton, HAR.; Deer Lodge, D. L.; Othello, OTH.; and 
Tacoma, TAC.; Terre Haute, T. H.; Savanna, SAY. These initials are 
to be used by air brake shops only. 

(xxvi) All main pistons should be tested on centers to make certain 
that they are true and not bent. 

When a new packing ring is to be applied ascertain: First, if new ring is 
a close but free fit in the groove, by inserting and rolling its outside edge 
in the groove. Second, that the ring is of uniform thickness by revolving 
it in one section of the piston groove while the piston is held, stationary. 
Third, that the ring groove is of uniform width, by holding the ring 
stationary and revolving the piston on one section of the ring. 







150 


Packing rings, if once removed from the piston and found distorted, in 
any manner or out of round, should be scrapped. Packing rings, without 
tension, open at cut when in their cylinders, a loose fit in ring groove or bent 
in any way, should be scrapped. When fitting ring to cylinder care should 
be taken to keep the ends of ring parallel and in line with center of ring, 
keeping them as close together as possible but must not overlap. When 
necessary to fit the ring to the groove, a lapping plate as already described, 
on which No. 00 carborundum cloth lias been glued, should be used. The 
thickness of the ring should be reduced on one side only. The fit of ring 
in the groove should be such that a seal will be formed by face of groove 
on both sides of ring with no lost motion. Packing rings should be ground 
into its cylinder before the valves are assembled, and with slide valve 
removed from piston. The rubbing in process should be done with a free 
use of thin lubricating oil and not with any grinding compound. As the 
oil becomes gritty and black the piston cylinder walls must be wiped clean 
and new oil applied. This being repeated as necessary until the ring is 
thoroughly ground in. When ring is ground and valve assembled the 
ring opening should be left at the top and away from feed groove. After 
grinding and before valve is assembled, the resistance should be measured 
with the friction indicator, which should not exceed 5 pounds for the 
piston and ring alone or 6 pounds with slide valve attached. 

(xxvii) Piston ring grooves worn to such an extent that a new ring 
cannot be fitted to pass the test, should not be scrapped but should be for¬ 
warded to Milwaukee shops for reclamation. 

Slide valve and seat should be trued up by means of special safe edge 
files or bars on which carborundum cloth has been glued, and then spotted 
to a true face plate and spotting bar. Do not use slide valve as a face plate 
for truing up seat. The face of valve and seat to be true and square with end 
of valve and bushing. They then should be rubbed together with oil for 
finishing with slide valve attached to a bar. Do not use any method of 
grinding in or wearing in with the slide valve attached to the piston. 
In rivetting the slide valve spring pin of a triple valve using the slide 
valve type of graduating valve be careful and do not spring the two 
vertical walls so as to bind the graduating valve. The slide valve spring 
should be known to be the proper spring for the type of valve being 
repaired and free from corosion or wear that would cause it to fail before 
next cleaning period. 

Avoid undesirable slide valve spring tension; when correct the outer 
end of spring will be %" higher than the bore of the bushing when this end 
of spring touches the bush lightly as it enters, wdthout being compressed. 

Under no circumstances should the edge of slide valve seat be champered 
off with a file. 

Condemning depth of exhaust in slide valves in Westinghouse Triple 
Valves: 

G-24 F-25 F-l (H-24) F-2 (II-36) H-l (F-36) 

3/32" 5/32" 5/32" 5/32" 5/64" 

H-2 (F-49) K-l P-1 ' P-2 

Vs" Vs" Vs" 9/32" 


151 


(xxviii) Repair the slide valve type of graduating valve and its seat 
the same as main slide valve seat. Rub, wear or grind in the round or 
pin valve type of graduating valves as conditions indicate necessary and 
test all graduating valves by so called “Lip Test” for leakage. The gradu¬ 
ating valve pin should be so located that in movement to release position, 
the thrust will come on shoulder of the main piston and not on the pin, the 
pin to be free in the hole of graduating valve. 

(xxix) The triple valve exhaust port should be tapped out and checked 
with a standard pipe tap of the plug type which has a stop so located that 
it will enter just enough for a full thread; this will clean up threads and 
permit retainer pipe to enter the proper distance. If inspection shows that 
the tap is then loose or if some of the threads are broken or excessively worn, 
the boss should be faced off %" and tap again used. If this does not 
permit of a tight joint with standard thread the port must be reamed, and 
bushed. Both exhaust port openings must be maintained in serviceable 
condition. 

(xxx) Targets indicating “Iv” type of triple valves should be replaced 
where broken or lost. (Proper reference for obtaining same to replace are: 
piece number 68485—steel target, and piece number 23372—fillister head 
screw for attaching same, two screws are required for each target.) 

(xxxi) At present emergency valve seats are reclaimed at Milwaukee 
shops, Galewood, Minneapolis, Aberdeen, Deer Lodge and Tacoma. This 
work requires a specially designed tool in which the checking should be 
such that the refinished round bearing of 3/32" radius, for emergency 
valve will be absolutely parallel with the outer finished surface of the seat 
and not cut below 1/64" of the face of outer flange, and guide portion is 
true with the finished seat. The emergency valve seat should never be 
ground, filed or rubbed flat on emery cloth, as this will flatten the seat 
and throw it out of square, when it becomes equivalent to a bent emergency 
valve stem. When all of repairs have been made complete, the triple valve 
should be properly lubricated, as outlined previously and valve assembled; 
before going into service triple must pass the A. R. A. Triple Valve Test 
Rack, using proper code applying to the type of triple valve to be tested. 

(xxxii) The most prolific cause of disorders in the triple valve is dirt 
or foreign matter getting into it, or the valve becoming dry and gummy, 
or excessive lubrication due to oil and water getting into it from the brake 
pipe. The slide valve, graduating valve, or body gasket leaking will cause 
a blow at the exhaust port, from the auxiliary reservoir. Leaky valve will 
usually cause a blow in either release or application positions. This might 
also be true of the graduating valve. A leaky body gasket will usually 
cause a blow when the triple valve is in release position. A leak from the 
auxiliary reservoir is a waste of air and tends to release the brake after it 
has been applied. The emergency valve rubber seat or the check valve case 
gasket will cause a blow at the exhaust, from the brake pipe, but only when 
the triple valve is in release position. A leak by the emergency valve or 
check valve case gasket is a waste of air when the brake is not applied, and 
when the brake is applied, it causes the brake cylinder pressure to build 


152 


up when a light application has been made and frequently causing damage 
to the wheels. If a buzzing or humming sound is heard within the valve 
after the auxiliary reservoir is fully charged, it is caused by an emergency 
valve leaking, or leakage from auxiliary or supplementary reservoirs. 
When undesired quick action occurs during service applications, it is caused 
by the valve being dry or gummy, and might be caused by a weak or broken 
graduating spring, although this would depend on the condition of the 
triple valve and the rate of brake pipe reduction. It might also be caused 
by the by-pass valve failing to seat. If the piston packing ring is not a 
good fit in its cylinder it will allow the air from the brake pipe to pass by 
the piston into the auxiliary reservoir and may cause the brakes to fail to 
release. If the triple valve piston does not make a good joint against the 
cylinder cap gasket when in emergency position, it will permit auxiliary 
reservoir air to leak by the piston into the brake pipe, thus affecting the 
efficiency of the brake. Check valve leakage will permit the brake cylinder 
and auxiliary reservoir air to leak back into the brake pipe whenever the 
brake pipe pressure has been reduced below the equalizing point, regardless 
of wdiether the brake has been applied in service or emergency and will 
therefore effect the efficiency of the brake. If the by-pass valve leaks, it will 
permit air from the supplementary reservoir to flow to the auxiliary reservoir 
during service applications and would result in heavier brake applications 
than was desired. If the leak is a heavy one or the by-pass valve is held off 
its seat, it will cause a sudden, full service application with light reductions, 
and may cause undesired quick action. Leakage past the by-pass valve 
can be caused by a weak spring, or tight fitting piston. The by-pass valve 
only operates during emergency applications and as soon as the supple¬ 
mentary auxiliary and brake cylinder pressures equalizes the spring back 
of the valve forces it shut. If the spring is weak or the piston too tight 
the valve may not return to its seat. If the triple valve fails to graduate 
the release of the brake it is due to a dry or gummy valve or leakage, 
from the supplementary reservoir or packing ring leakage. The safety 
valve should be cleaned and tested at the same time the triple valve 
is cleaned and tested. The safety valve strainer should also be cleaned. No 
lubrication should be applied to the operating parts of the safety valve. 
The function of the exhaust regulating ring is to regulate the size of the 
opening through the ports in the valve body in order to control the range 
between opening and closing of the safety valve. The lock ring is to hold 
the exhaust regulating ring securely in its proper position. Adjustment 
is made by means of the regulating nut on top of the spring. The safety 
valve should be adjusted to open at 62 pounds and close at 58 pounds. 
When the valve has been adjusted with the regulating nut to open at 62 
pounds, the range between opening and closing should be regulated by 
screwing the regulating ring down or up until the exhaust ports have the 
proper opening to cause the valve to close at 58 pounds. 

Sub-para. (X) . GENERAL INFORMATION 

On all trains it is necessary that at least 85% of the brakes are 
“operative.” A brake may be “operative” but still “inefficient,” Our 
standard is to have not less than 85% brakes efficient—where facilities are 


153 


good the percentage is to be 100 other than under circumstances such as 
would arise from exceptionally heavy business, or from loss or claims due 
to delay. An “inefficient” brake is one where the brake has 10 inches or 
more piston travel, where car is non-air, where brake is cut-out or does not 
apply with the test application or leaks off in less than specified time. 

To cut out the brakes on a car, close the cut-out cock in the branch pipe 
to the triple valve, and exhaust all of the air from the auxiliary and block 
the release valve open. If a passenger equipment car leave the auxiliary 
reservoir and supplementary reservoir drain cocks open. Do not cut out 
any brake because it fails to apply or leaks off. Cars having the air brake 
cut out where no visible defect exists, and with no defect card attached, 
should be cut in. 

When applying the air brake defect card it should be applied only as a 
last resort by inspectors in assembling yards; if however, the defects cannot 
be repaired the card should be attached to branch pipe near the triple valve 
and the particular defect for which the brake is cut out must be marked on 
the card. 

They are a factor of efficiency, and fully 50 per cent better results 
can be obtained by their universal use than without them. Car foremen 
at all points will see that a supply of these tags is available, and will 
positively insist upon their use upon occasions mentioned, if necessary taking 
men out of service where they deliberately fail to card a cut-out brake. This 
instruction will be sufficient authority for foremen taking such action. 

Before adjusting piston travel, applying brake shoes, or doing any 
work on the rods or levers, the brake must, if charged, be cut out and 
auxiliary reservoir drained. Angle cocks are open when the handle is in 
line with the hose and closed when handle is crosswise with the hose. 

All cut-out cocks are open when the handle is crosswise of the pipe 
and closed when it is in line with the pipe. 

Cocks without handles have a groove in top of key plug and when this 
groove is crosswise of the pipe the cock is closed, when in line with the 
pipe the cock is open. 

In applying air hose gaskets the groove in the hose couplings must first 
be cleaned out to admit the gasket. Trimming the gaskets in order to have 
them enter the groove is not permissible. 

When L. ~N. equipped cars are to be operated in freight trains, they 
should have their supplementary reservoirs cut out, drained and drain cocks 
left open and any passenger car hauled in freight train should have brakes 
adjusted to 8 inches. 

When cutting off engine, always close both angle cocks where the 
separation is to be made, and uncouple the air hose by hand. 

The different makes and types of triple valves may he distinguished 
by observing the following: 


J 


154 

There are two different makes of triple valves in general use, viz.: 
Westinghouse and New York. The make of the triple valve can he dis¬ 
tinguished by noting whether check valve case is detachable or not. 

All Westinghouse freight and passenger triple valves have the lower 
part or check valve case attached by means of bolts and nuts, or cap screws. 
All New York freight or pasesnger triple valves have lower part or check 
valve case cast integral with valve body. Only those triple valves having 
detachable check valve cases can be converted to the “K” type. The West¬ 
inghouse freight triple valves are made in two sizes. Size No. 1 is attached 
to the reservoir with two studs. Size No. 2 with three studs. Of the 
former or No. 1 which is used with 8" equipment there are three common 
types, F-36, H-l and Iv-1, the check valve case being attached to body of 
valve by two cap screws. The outward appearance of F-36 and H-l are 
the same. The former, F-36 is now obsolete and superseded by H-l. The 
K-l has a cast fin or lug on the top of the body of the valve to designate 
it from the H-l when attached to the reservoir. When an H-l has been 
converted to the K-l type this fin or lug is attached to top by means of 
machine screws. The No. 2 Westinghouse valves in freight service are 
used with 10" equipment and known as H-2 and K-2. These have the 
check valve case attached to body of valve by four bolts and nuts. The 
designating mark for the Iv-2 when attached to the reservoir is the same 
as the K-l. Westinghouse passenger triple valves of the P-1 and P-2 types 
are connected from branch pipe to check valve case and have an exhaust 
port on one side only. The L-l, L-2, and L-3, also PC and HC, have 
pipe connections. The New York triple valves in freight service are 
known as F-l, H-l, G-Nl, G-U2, K-3, K-4, K-5, and K-6. The F-l, GN-1, 
K-3, and K-5 are used with 8" equipment and are attached to reservoir 
with two studs and as a rule the type of valve is designated by a symbol 
cast on body. The H-l, GN-2, K-4 and K-6 are used with 10 inch equip¬ 
ment and are attached to reservoir with three studs. Of the passenger 
triple valve of the New York make, the S-l is connected from branch pipe 
to triple valve proper, while J-5 and J-6 have no pipe connections. 


155 


Para. 12. GENERAL PROCEDURE FOR INSPECTION AND RUN¬ 
NING REPAIR OF PASSENGER CARS 

The necessity for thoroughness in the inspection and repair of passenger 
train equipment must at all times be kept uppermost in the minds of those 
assigned to this work. Our railroad has a number of famous trains such as 
the Pioneer Limited, the Southwest Limited, and the Olympian, which are 
regarded as nationwide public facilities, and which are bulwarks in the 
prestige of the Milwaukee Railroad. These trains must be kept efficient 
to maintain their reputation, and eternal vigilance is the price of efficiency. 

While the trains mentioned, in addition to other first-class trains, re¬ 
flect favorable public opinion upon the road, they also serve to.throw into 
sharp relief any poorly kept equijnnent which we allow to go into service. 
Railroad conditions and our available facilities will not always permit the 
shopping of equipment as frequently as our routine provides, but these are 
factors beyond our jurisdiction. The keeping of equipment thoroughly 
clean and in safe condition, however, are matters almost entirely within our 
control, and it is in this direction we must at all times obtain the best 
possible results. 

Many factors enter into obtaining the best results, but the greatest con¬ 
tributor is the live interest and personal pride of those who handle the 
equipment at destination and starting point. We have one or two branch 
line trains that are favorably commented on by travellers, and in each in¬ 
stance it is found that the staff's preparing it for service are proud of the 
train and its reputation, and their work on it is regulated accordingly. This 
spirit should be created and encouraged, by giving credit where it is due, 
making clear to those concerned what is wanted and showing them how it 
can be obtained, and then insisting on results of the required standard. 

But the need for thoroughness is not merely a matter of advertisement, 
or making passengers comfortable—it is largely a question of safety. The 
lives of hundreds of travellers are daily dependent upon the vigilance of 
our inspectors, and in the rush that sometimes precedes the departure 
of a train on time the margin of safety must never be overlooked. 
A railroad can never hope to prosper that will allow an inspector to expose 
passengers to risk of accident, through carelessness, ignorance, or lack of 
initiative. 

Passenger cars will be subjected to three classes of inspection. No. 1 
will consist of a thorough examination of each individual car, and will be 
given in yards prior to the making up of trains. This will include test of 
all air brakes. No. 2 Inspection will be given trains enroute at Divisional 
Repair points, and will consist of examination of the cars as set out in the 
instructions for Inspection of Passenger Cars in Trains, and is to include a 
standing air brake test. At small intermediate points trains will be given 
a No. 3 Inspection, which is to include quick but careful examination of 
foundation brake rigging, attention to hot boxes, and a standing air brake 
test. Inspectors making this class of inspection must be ever on the alert 
to detect any other class of defect, especially cracked equalizers or broken 
springs. 


156 


Para. 13. INSPECTION AND REPAIR OF PASSENGER CARS IN 

COACH YARDS 

Sub-Para. (I) INSPECTING 

Obviously the -place to inspect a car and make repairs to it—other than 
heavy shopping repairs—is in the Coach Yard. Every physical part of the 
car must be looked over, air brakes tested, light and heating systems ex¬ 
amined, and necessary repairs and adjustment made so that when the 
equipment goes into service it will make its required journey without delay 
or inconvenience. 

The requirements in connection with safety appliances, wheels, axles, 
and air brakes must be complied with. Inspection of tail pins must be 
made at periods of not more than 90 days, and record of the inspection 
made on the 2" diameter metal disk attached to car for that special pur¬ 
pose. This record will show date, station, and inspector’s number. Any 
pins found worn unduly must be replaced at once. This is a most im¬ 
portant matter, as failures, heavy delays, and possibly damage to equipment 
will result from any neglect to comply with the rule. 

At some yards train must be inspected immediately on arrival, in order 
to ascertain whether there are any hot boxes, but where trains are looked 
over at the depot and then pushed into yard, this is not necessary, as hot 
boxes will be plainly marked with chalk. 

Once a month an inspection must he made of the interior of sleeping 
cars and contents checked. Record of check will be made on form 679, 
which will be found in a receptable located on the inside of the equipment 
locker door. Record will include date and place of checking, and any 
shortages found are to be taken up at once so that responsibility may be 
established: articles will be replaced immediately following inspection. The 
items to be checked include step boxes, blankets, hotel books, chairs, berth 
curtains, portieres, screens, deflectors, fire extinguishers, tail gates, hassocks, 
berth hammocks, candle lamps, screen hooks, step ladders, mattresses, sash 
openers, fire pokers, pillows and covers, screens, fire shovels, grate shakers, 
spittoons, camp stools, section tables, etc. 

The time spent in making this check will be charged to account 403. 

When making this monthly inspection the check of screens and deflectors 
is to be made a special feature, and it must be seen that any shortage is 
replaced at once. ' 

Sub-Para. (II) REPAIRING 

The packing in all journal boxes is to be stirred up, and where needed 
fresh packing will be added. Free oil will be applied where quite necessary. 

. Hot boxes will be given proper attention, and journal box lids applied 
if missing. It is a positive policy that all cars be equipped with journal 
box lids, and that they be a good close fit. 

Piston travel must be adjusted, brake shoes replaced or reversed, side 



157 


bearing heights corrected, foundation brake rigging and draft gear tightened, 
coupler heights corrected, etc.— 

Any work necessary must be done to put the following in order:— 
Centering device, heating, drip, steam, air and signal hose or gaskets, 
fastening of electric generators, location of dynamo belts, battery box doors, 
etc. Side bearings and center plates are to be greased every sixty days. 
Air and signal hose is to be tested every thirty days. (Soap suds test.) 

With the approach of summer passengers want windows open, and at this 
time of year yard forces must pay particular attention to the condition of 
sash locks and stops, in order to prevent the claims for injury that otherwise 
result from defective apparatus. 

The steam pipes of baggage express cars must be looked over and any 
leaks properly fixed before car goes into service. In many cases damage 
results from leaking pipes or valves, and in some instances the whole con¬ 
tent of a baggage car has been ruined. Contents sometimes consist of 
theatrical baggage of great value, and when car is sealed there is little 
prospect of detecting a steam leak enroute. 

In order to extend the period between shoppings for heavy repairs, and 
to keep cars in the best possible condition both physically and in appear¬ 
ance, at all terminal coach yards it will be a regular routine to paint floors, 
ceilings, wainscoating, vestibules, doors, roofs, etc. of passenger cars. At 
the same time minor repairs accompanying such painting will be given 
effect to. 

Door checks must be regulated so as to allow doors to swing within 4 
inches of frame and then close slowly with door check in action. Where 
it is found that doors swing too slowly or too fast, adjustment must be 
made by turning ratchet wheel two or three teeth, with special wrench, and 
again locking it by sliding ratched in main arm. Checking action must 
be adjusted by screw located to the right of the check, turning same to 
the right hand when door closes too fast, and to the left hand when door 
closes too slowly. When check fails to operate, remove for repairs. Door 
checks must be inspected and adjusted, when necessary, before cars leave 
originating terminals. To recharge check cylinder, mix one-third wood 
alcohol and two-thirds glycerine; lubricate spring with grease. 

The back up hose on all passenger trains must be coupled to the brake 
pipe on the rear car by the carman before train leaves coach yard at the 
initial terminal, and remain with the train until arrival at the final terminal. 
It must be seen that air is cut in ready for immediate service, and hose so 
hung that it will not fall off. If conductor or brakeman desire air cut 
off from back-up hose, it will be cut off again by the brakeman—not the 
carman. 

On trains having an observation or private car on rear end, equipped 
with permanent back-up pipe, a back-up hose will be placed in baggage car 
to be available for use in the event of the car having permanent back-up 


158 


pipe being cut from train. If the observation or private car is cut off at a 
terminal or divisional inspection point the carmen will see that the back-up 
hose is coupled to brake pipe on rear car. 

Sub-Para. (Ill) EXAMINATION BEFORE DEPARTURE 

Before a train finally leaves the coach yard, it must be looked over care¬ 
fully. At large points this will be done either by a specially competent in¬ 
spector or by a foreman. The need for this final examination is very great, 
as no matter how carefully a train has been inspected, repaired, and pre¬ 
pared for service, it will be found when looked over to have a number of 
small items missing, incomplete, and requiring adjustment. Their cor¬ 
rection is what counts. 

In going over the train the following matters should be borne in mind, 
apart from the ordinary physical inspection.—In passing through interior 
of cars see that nothing is left lying about, that all lamps or electric lights 
are in order, that ventilator stick is available, and that loose equipment 
in baggage, dynamo baggage, coaches or chain cars—as the case may be — 
is correct. This matter must be followed up vigorously at all times, and 
positive steps taken to see that cars never proceed without wrecking tools. 

In going over exterior of cars it should be noted whether cotter pins 
have been applied where any work has been done to rigging, and that 
nothing has been taken down and not replaced. See that tail-light brackets 
are on rear car. Each point will in time learn what particular items to watch 
for, but trains should not be allowed to leave for the depot without this 
final look-over. 

Trains must not be permitted to leave coach yards for service with glass 
broken, lamp chimneys, globes etc. missing, as such action creates a very 
bad impression and does the railroad inestimable damage. When material 
is not available, the matter must be taken up most vigorously by the Fore¬ 
man, and initiative should be displayed, as no matter how much we are 
handicapped by the inability of other departments to supply our needs, the 
responsibility for trains being kept up to standard is primarily ours. 

The equipment for the various classes of cars is published for informa¬ 
tion and ready reference:— 

Dynamo Dayyaye Cars 

Amount Material Location 

1 Air Brake Hose Complete with Fittings and 

Gasket .Rack 

1 Air Signal Hose Complete with Fittings and 

Gasket .Rack 

3 Steam Hose (Heavy) Complete with Fit¬ 
tings and Gasket.Rack 

1 Brass 4^" x 8".Special Box 

1 Brass 5" x 9".Special Box 

1 Brass 5 y 2 " x 10".Special Box 

1 Broom (Second Hand). Clothes Locker 

3 Snow Shovels (November 1st to April 1st).. Rack 









159 




1 

1 

l 

1 

1 

1 

1 

1 

l 

l 

1 

1 

1 

i 

1 

l 

1 

1 

1 

1 

1 

1 

l 

1 


Cold Chisel . 

Hammer . 

Monkey Wrench (15"). 

Cook Cooler. 

First Aid Package. 

Pair Frogs, with 6 spikes attached to each.. 
'Combination Jack Block and Wheel Holder.. 

Jack Lever and Jack (12" Screw). 

Hein Knuckle (No. 3 MCB). 

Ohio Knuckle....,. 

Pitt Knuckle. 

Emergency Knuckle . 

Knuckle Pin for Ohio. 

Knuckle Pin for Hein.. 

Packing Hook. 

Packing Iron.•. 

Pail of Prepared Packing. 

Air and Steam Hose Wrench. 

Step Ladder . 

Stretcher . 

Switch Chain . 

Vacuum Cleaner (Coast Line Cars Only).... 

Ventilator Stick. 

Set of Wrecking Tools, including Axe, Saw, 
Sledge and 2 Water Buckets. 


Lower Section of Clothes Locker 
Lower Section of Clothes Locker 
Lower Section of Clothes Locker 
Rack 

Special Box 

Lower Section of Clothes Locker 

Lower Section of Clothes Locker 

Lower Section of Clothes Locker 

Lower Section of Clothes Locker 

Lower Section of Clothes Locker 

Lower Section of Clothes Locker 

Lower Section of Clothes Locker 

Lower Section of Clothes Locker 

Lower Section of Clothes Locker 

Special Box 

Special Box 

Special Box 

Rack 

Rack 

Rack 

Lower Section of Clothes Locker 
Lower Section of Clothes Locker 
Lower Section of Clothes Locker 

Tool Locker 


In addition Dynamo baggage cars will carry any electrical equipment 
and train connectors. On arrival of a car at extreme terminal the equip¬ 
ment will be checked by the Car Inspector with the Train Baggageman. 
When the car leaves it will be checked by the Inspector and outgoing Train 
Baggageman. Enroute, where Train Baggagemen are changed the equip¬ 
ment will be checked jointly by the incoming and outgoing man, and unless 
done the incoming man will be responsible for shortages. 

Bonn CD—18 will be used for recording these checks, and record must 
be made in full—not using ditto marks. 


Through Baggage Cars 

Amount Material Location 

1 Air Brake Hose Cimplete with Fittings and 

Gasket ..Rack 

1 Air Signal Hose Complete with Fttings and 

Gasket . 4 .Rack 

1 Steam Hose (Heavy) Complete with Fittings 

and Gasket .Rack 

1 (Brass No. 7 (3%" x 7") (Except that Coast 
Line dynamo baggage cars need not be fitted 

with No. 7 brasses).Special Box 

1 Brass 414" x 8".Special Box 

1 Brass 5" x 9".Special Box 

1 Brass 5 y 2 " x 10".Special Box 

1 Broom (Second Hand).Clothes Locker 

3 Snow Shovels (November 1st to April 1st).. Rack 

1 Gold Chisel .Lower Section of Clothes Locker 

1 Hammer .Lower Section of Clothes Locker 

1 Monkey Wrench (15").Lower Section of Clothes Locker 

1 First Aid Package .Special Box 

1 Pair Frogs, with 6 Spikes to each.Lower Section of Clothes Locker 

1 Combination Jack Block and Wheel Holder.. Lower Section of Clothes Locker 

1 Jack Lever and Jack (12" Screw).Lower Section of Clothes Locker 





































160 




1 

1 

l 

1 

1 

1 

1 

1 

l 

1 

1 

l 

1 

1 

1 


/Hein Knuckle (No. 3 MOB).Lower Section of 

Ohio Knuckle .Lower Section of 

Pitt Knuckle .Lower Section of 

Emergency Knuckle .Lower Section of 

Knuckle Pin for Ohio.Lower Section of 

Knuckle Pin for Hein.Lower Section of 

Packing Hook .Special Box 

Packing Iron .Special Box 

Pail of Prepared Packing.Special Box 

Air and Steam Hose Wrench.Rack 

Step Ladder ..Rack 

Stretcher (Coast Line Cars only).Rack 

Switch Chain .Lower Section of 

Ventilator Stick .Clothes Locker 

Set of Wrecking Tools, including Axe, Saw, 

(Sledge and 2 Water buckets.Tool Locker 


Clothes Locker 
Clothes Locker 
Clothes Locker 
Clothes Locker 
Clothes Locker 
Clothes Locker 


Clothes Locker 


Branch line Wooden Baggage Cars 


Amount 


Material 


Location 


1 

1 

1 

3 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 


Air Signal Hose Complete with Fittings and 

Gasket ... 

Air Signal Hose Complete with Fittings and 

Gasket . 

Steam Hose (Heavy) Complete with Fittings 

and Gasket . 

Brass 3%" x 7". 

Brass 4%" x 8". 

Broom (Second Hand). 

Snow Shovels (November 1st to April 1st).. 

Cold Chisel . 

Hammer . 

Monkey Wrench (15"). 

First Aid Package. 

Pair Frogs, with 6 spikes attached to each.. 
Combination Jack Block and Wheel Holder.. 

Jack Lever and Jack (12" Screw). 

Hein Knuckle (No 3 MCB). 

Pitt Knuckle . 

Ohio Knuckle .. 

Emergency Knuckle. 

Knuckle Pin for Ohio. 

Knuckle Pin for Hein. 

Packing Hook . 

Packing Iron .. 

Pail of Prepared Packing. 

Air and Steam Hose Wrench. 

'Step Ladder. 

Stretcher . 

Switch Chain. 

Vacuum Cleaner (Coast Line cars only)_ 

Ventilator Stick . 

Set of Wrecking Tools, including Axe, Saw, 
Sledge and 2 Water Buckets. 


Rack 

Rack 

Rack 

Special Box 
Special Box 
Clothes Locker 
Rack 

Lower Section of 
Lower Section of 
Lower Section of 
Special Box 
Lower Section of 
Lower Section of 
Lower Section of 
Lower Section of 
Lower Section of 
Lower Section of 
Lower Section of 
Lower Section of 
Lower Section of 
Special Box 
Special Box 
Special Box 
Rack 
Rack 
Rack 

Lower Section of 
Clothes Locker 
Clothes Locker 

Tool Locker 


Clothes 

Clothes 

Clothes 

Clothes 

Clothes 

Clothes 

Clothes 

Clothes 

Clothes 

Clothes 

Clothes 

Clothes 


Locker 

Locker 

Locker 

Locker 

Locker 

Locker 

Locker 

Locker 

Locker 

Locker 

Locker 

Locker 


Clothes Locker 


Coaches, Chair Cars, etc. 

Amount Material Location 

1 Set of Wrecking Tools inside of car, con¬ 
sisting of 1 Axe, 1 Saw, 1 Sledge, 1 Pinch 
Bar (in steel cars only) and 2 Water Buckets Special Locker 
1 Step Box .In Toilet Room 












































161 


1 Step Ladder .Rack 

2 Corduroy Vestibule Diaphragm Curtains for 
wooden cars only, with Hinged Vestibule 

(Diaphragm Posts, etc.Equipment Locker 

1 Set of Wrecking Tools Outside of Car, con¬ 
sisting of 1 Axe, 1 Saw, 1 Sledge, 1 Pinch 

Bar (in steel cars only) and 2 Water Buckets Special Locker 

Cabooses 

Amount Material Location 

2 Air Hose .Locker under Desk 

<» Air Hose Gaskets ...Locker under Desk 

1 Axe .Locker under Desk 

1 Brasses 4 14 " x 8".Locker under Desk 

1 Brasses 5" x 9"........ .Locker under Desk 

1 Brasses 5 y 2 " x 10".Locker under Desk 

1 Broom .. Locker under Cupola 

1 Bucket (Fibre).Under Cupola 

1 Cable %" with Hook and Link.Tool Box under Car 

1 Chair ... At Desk 

1 Cold 'Chisel.Locker under Desk 

1 First Aid Package (Wis. and passing 

through) .Locker under Desk 

1 Flags (Torpedo) .Locker under Cupola 

1 Flage (Red).Locker under Cupola 

1 Pair Frogs with 6 spikes attached to each.. Tool Box under Car 

12 Fuses .Special Box 

1 Globes (White) .Locker under Cupola 

1 Globes (Red) .Locker under Cupola 

1 Hand Hammer ...Locker under Desk 

1 Journal Jack .Locker under Cupola 

1 Jack Black and Wheel Holder.Locker under Cupola 

1 Knuckle (Emergency) .Tool Bax under Car 

1 Knuckle Pin .Tool Bax under Car 

2 Lamp Wicks .Locker under Cupola 

1 Lamp Filler .Locker under Cupola 

4 Lanterns (White) .Locker under Cupola 

1 Lantern (Red) .Locker under Cupola 

1 Lights (Cupola) .In Fixture 

2 Lights (Markers) .In Fixture 

1 Box Safety Matches, Safety Fuse and 

Match Box .Special Metal Container 

1 Monkey Wrench (15").Locker under Desk 

1 Oil Can (Kerosene) 2 gal.Oil Locker under Cupola 

1 Oil Can (Signal) 2 gal.Oil Locker under Cupola 

1 Packing Hook .Oil Locker under Cupola 

1 Packing Iron ..Oil Locker under Cupola 

1 Saw (Hand) (lines West only) .Locker under Cupola 

1 Steel Bar (4 ft. Pointed) ...Under Seats 

1 Switch chain %" or 1 " 

or 

1 Cable Vs” with Hook .Tool Box under Car 

12 Torpedoes .Special Metal Container 

1 Wash Basin (Tin) .In Washstand 

2 Lbs. Waste (Cotton) .Oil Locker under Cupola 

These items will be supplied when leaving shops, or at home terminals, 
and will be kept under seal in cars. 

The cleaning, icing, and watering of cars is covered by Section 4— 
“Standard Practices/ 5 













































162 


Para. 14. INSPECTION AND REPAIR OF PASSENGER CARS IN 

TRAINS 

Sub-Para. (I) METHOD AND PREPARATION 

Even at terminals where trains are made up and given a No. 1 inspec¬ 
tion, they will upon arrival in the depot, be looked over in accordance with 
the requirements for a No. 2 inspection, which are set out in this paragraph. 
Trains arriving at or passing through Divisional Repair points will be given 
a No. 2 inspection, and Intermediate points a No. 3 inspection. 

To successfully handle this inspection No. 2 Inspection points must be 
in readiness prior to arrival of train. For this purpose emergency trucks 
are provided at the following places:— 


Aberdeen . 



.2 

Austin . 



.1 

Avery . 



.1 

Butte. 



.1 

Calmar . 


.2 New Lisbon. 

.1 

Canton . 



.1 

Cedar Falls.. 

.1 Madison . 


.1 

Clianning .. 


.1 Perry . 

.1 

Chicago. 



.1 

Cle Elum . 


.1 Savanna . 

9 

Corliss . 



.1 

Davenport . 


.1 Sioux City. 

.1 

Davis Jet. 

.1 Milbank . 


.1 

Deer Dodge . 

.1 Miles City . 

.1 Spokane.. 

.1 

Dubuque . 


9 



When trucks are opened, inspectors must replace the material at once, 
making proper report of that which has been used, and see that truck is 
again locked, complete, ready for further use, in accordance w r ith stencilled 
instructions on each truck. These trucks are to be kept painted and in 
good order. 

Each truck will contain:— 

No. Item 

2 Journal box jacks 
2 Journal box jack boards 
2. Journal box jack levers (pinch bars) 

2 Packing hooks 

2 Packing irons 

1 Pail prepared packing 
1 Empty packing pail 
6 Brake shoe keys 

3 Brake shoes 

Spring cotters (various sizes) 

1 Brass 4%" x 8" 

2 Brasses 5" x 0" 

1 Brass 5}4" x 10" 

2 Brake connection pins, 1 y 8 inch 
2 Brake connection pins, 1% inch 
2 ’Brake connection pins, 1% inch 
1 Knuckle pin, cotter and washer 

1 Bearing wedge, 5J4 inches x 10 inches 














































163 


1 Bearing wedge, 5 inches x 9 inches 
1 Bearing wedge, 414 inches x 8 inches 
12 Standard nuts, each % inch, % inch, % inch 
12 Lock nuts, each % inch, % inch, % inch 
1 12-inch pipe wrench 

1 Steam and air hose wrench 

3 11 !4 -inch train pipe nipples and couplings 
3 1-inch train pipe nipples and couplings 

2 Combination air and signal hose couplings 
1 (Small roll 14-inch wire 

(> Air brake defect cards 
1 Signal hose 

3 Air hose 

3 Steam hose 

1 114-inch angle cock complete 
6 Steam hose gaskets 

6 Air hose gaskets 

2 Signal hose gaskets 
1 Cold chisel 

1 Hammer 
1 Small drift 

1 Bracket for blue flag marker 
1 Bracket for blue lantern 
1 Screw driver 
1 Gallon can of free oil 
6 Wooden oil box lids (various sizes) 

6 Pieces second-hand carpet to use as box covers 

4 Bolts y 2 inch x 6 inch—3-inch tread with nut and washer and lock nut 
12 Tee head pedestal tie strap, bolts with nuts and washers 

1 Coupler tail pin complete 
1 Ohio knuckle lock complete 
1 Uncoupling lever clevis complete 
1 Brake chain clevis complete 

1 Monkey wrench 

2 White pine reservoir drain plugs 

On arrival of trains and while entering yard or depot, two of the in¬ 
spectors should stand in a position so that the entire train passes them, 
as flat wheels can be thus more readily detected, as well as anything that 
may be dragging. When train comes to a stop brakes will be applied, 
engine cut off, and blue flag or light displayed in accordance with Operating 
Rule 26. The chief inspector shordd at once obtain from the conductor the 
97 5 report, to see whether there has been any trouble en route, and if so 
that part of the train should be given immediate attention. Failing any 
such emergency, inspectors will proceed over the train in the ordinary way, 
inspecting from both rear and head ends until they meet. Should cuts in 
the train have to be made, or the engine coupled on before inspection is 
complete, oil box lid should be left open to mark point at which inspection 
was interrupted. 

Sub-Para. (II) SAFETY APPLIANCES, WHEELS, 

AXLES, AND BRAKES 

The requirements for these parts are fully set out in paragraphs 8, 9, 
10, and 11 of this section.—A sharp look-out must always be kept for cast 
iron wheels under passenger cars requiring steel wheels. 


1G4 


In going over trains, inspectors will examine cars in accordance with 
the following: 

Stb-Para. (Ill) JOURNALS 

The inspection of journals and handling of hot boxes is covered in para. 
4 of section 4. On passenger trains the matter of lubrication must be 
given considerable attention, as one of the most important items in the cool 
running of journals is intelligent, systematic, and regularly established 
attention to packing in boxes on equipment in service. 

This briefly consists in lightly loosening up the packing with the pack¬ 
ing iron to avoid the hardened and glazed condition which results when 
racking has remained too long in direct contact with the journal. This 
is not to be interperted to mean that passenger trains in service are 
to have packing poked up more often than once in every five hundred to one 
thousand miles run, as otherwise it will result in it becoming all cut to 
pieces through continual jabbing and mechanical wear and tear. In ex¬ 
planation, trains on coast line runs may have the packing loosened up so as 
to come in contact with the journal, or turned over with the standard 
packing iron, at Aberdeen and Deer Lodge, besides at originating terminals. 
It is the intention to change the packing in journal boxes under passenger 
cars once a month, and as the date is clearly stenciled on the truck sides 
showing when removal was last made, it will be necessary for Car Inspectors 
to follow this closely, and in case this is not being given the attention re¬ 
quired, they are to notify their immediate superior of such fact. Car In¬ 
spectors are cautioned to examine the ends of journals at the centering hole 
to see wdiether they present a dry condition. If so, it is a certain indication 
that something is wrong and brass should be removed and examined. 

It is difficult to make a set rule regarding the use of free oil in principal 
trains, but under certain circumstances it should be employed at extreme 
terminals and intermediate points which should be determined by the sea¬ 
son of the year, condition of the road bed, etc. At intermediate stations 
such as Aberdeen, Sioux City, Mason City, Deer Lodge, Othello, Miles City, 
etc. only one of the inspectors, or an oiler, on each shift, should be assigned 
and prepared to especially place a small amount of free oil in any box 
showing signs of possible heating, as determined by inspectors placing their 
bare fingers on the journal at time of inspection, (latter practice governing 
at all stations). No casual inspection by feeling outside of journal box or 
any other method except that specially required and instructed for passenger 
train cars, namely, the raising of lids and feeling of the end of journal with 
bare fingers will be allowed; if it is done at all, it must be carried out prop¬ 
erly, and inspectors disregarding this regulation will be dismissed from the 
service. If inspectors at these stations do not feel certain of a journal 
after they have inspected it, they will, if lining, brass, journal and packing 
are in otherwise apparently good condition, call on the man assigned to 
apply the necessary free oil and satisfy themselves that this is not overlooked 
or disregarded. This is very important and should be dilgiently followed 
up, good judgment being used. 

On cars in a 400 or 500-mile run, the boxes should be oiled probably 
every other trip at final terminal, although some may need it every trip, 


165 


the practice being governed by the nature of the territory through which 
the train passes. On cars in runs of from 100 to 150 miles (daily), an 
oiling about once in two weeks at layover terminal should not be exceeded. 
Free oil alone will not form a remedy for hot boxes. It is, of course, under¬ 
stood that the waste should be in good condition, not allowed to become 
packed solid, glazed or water-soaked. (The maximum regular assignment 
of free oil will be made on this basis). Oil will be placed alongside of 
journal full length toward rear end of train on rising side, so that it may 
be carried in the direction of normal movement. 

The aim of good lubrication is the reduction of friction to a minimum. 

Hot boxes are always caused by excessive friction. Friction is the most 
extravagant method of generating heat, so that a much greater per centage 
of the locomotive’s power is expended in pulling the car on which there is 
a hot box than would have been necessary had the journal run cool. It is 
impossible to compute, with any degree of accuracy, the total cost of one 
hot box to the railroad company, but when one considers the delay to the 
train, the loss of revenue if a car has to be set out, the extra labor and loss 
of material through the damage or destruction of journal, brass, oil and 
waste, it is very large. 

Excessive friction is caused by two conditions only, either defective 
lubrication or excessive bearing pressure. 

Defective lubrication may be caused in one case by an inferior lubricant, 
and in another case by insufficient lubrication, or. not enough oil getting to 
the journal. 

This insufficient lubrication may be caused by four separate conditions, 
which are, that either the waste is not up against the journal, or by the use 
of waste with not sufficient capillary power, (which is the power that de¬ 
livers the oil from the bottom of the box to the journal), or by the waste 
being charred or covered with sand and grit, or by the oil having been 
washed out of the back of the box by water or melting snow. 

The waste not being against the journal is due to there not being enough 
waste in the box or the lack of proper resiliency in the waste, or the waste 
being weighted down by foreign substance on top of it. Water in the waste 
will cause it to lose its resiliency—the power to spring back. 

The insufficient capillary power in the waste may be caused by the waste 
not being thoroughly saturated with oil, or it may be due to the oil being 
frozen, or to the waste being made of too short strands, threads or fibres. 

Excessive bearing pressure is caused by insufficient bearing area, or an 
inferior bearing metal. Insufficient bearing area is caused by the journal 
being too small or the bearing metal being raised off the journal by the 
presence of foreign abrasive or cutting particles (often a short strand of 
waste), or the bearing being out of alignment, as in the case of the truck 
sides being out of square with the axles. This relieves part of the bearing 
from carrying its proportion of the load and puts the whole load on that 
part of the journal that is actually in contact, which is less than the total 


166 


bearing area designed for the journal. All unequally worn brasses re¬ 
moved are evidence of this. 

An inferior bearing metal contains hard spots, which alone bear when 
the soft metal is worn, thus letting the hard spots carry all the load. 

Insufficient bearing area may also be caused by the bearing being too 
tight on the sides or ends, thus relieving the crown of the load it should 
carry and causing a “pinching” of the journal; or the bearing may be too 
loose on the sides, causing a concentrating of the load on a small part of 
the crown that the sides should help to carry. The bearing or journal 
being warped or rough causes only the high spots to actually carry the load, 
while the parts that are not in contact perform no service. 

Sub-Para. (IV) DRAFT GEAR 

Inspection of draft gear is covered by para. 4, sub-para, (iii). On pas¬ 
senger trains many couplers are attached to yokes by means of tail pins, and 
these pins are provided (in most cases) with a safety strap under them so 
that inspectors may observe the condition of tail pin in case of break-in-twos. 

Sub-Para. (VI) SIDE BEARINGS 

The clearances laid down for Shops and Coach yards to adjust side 
bearings to is a full y 8 " for cars with solid side bearings, and not exceeding 
y 8 " on cars with roller bearings—this clearance being for each of the four 
bearings. 

Bearings are not to be oiled, but should be greased every 60 days, or at 
shopping. 

Inspectors will report any excessive side bearing clearances, and if very 
pronounced will hold up the car and rectify the trouble. 

Sub-Para. (V) CENTER PRATES 

These are to be inspected to see they are not broken, are properly secured 
in place, and not binding. 

Sub-Para. (VII) DOOR LOCK DEVICES 

Side door, end door and creep door lock devices on mail and mail apart¬ 
ment cars must be in good order to prevent unauthorized persons entering 
cars. When these cars lay over any length of time they should be carefully 
looked over, and any required work done to put them in good order. 

Sub-Para. (Ain) TRICKS 

Pedestals, truck frame and elliptic springs are to be carefully looked 
over by inspectors, as any failure in these parts would be of serious con¬ 
sequence. 

Sub-Para. (IX) FOUNDATION BRAKE RIGGING 

The requirements for Foundation B-rake Rigging are described under 
Brakes (para. 11), and notes for inspection are given in para. 4, sub-para. 
8 . These must be followed carefully by inspectors when looking over pas¬ 
senger trains. 


167 


Sub-Para. (X) OVERLOADED CARS 

Baggage, mail and express cars are subject to considerable overload at 
times due to improper distribution of loading, etc. This can be developed 
through the presence of overheated journals, broken equalizers due to 
springs going solid, etc. It is desirable that inspectors observe and main¬ 
tain that all cars passed for main line movement have not less than 114 " 
free distance between bands of elliptic springs when loaded, otherwise dif¬ 
ficulty in service is almost bound to obtain, especially where track condi 
tions are not of the best. 

Sub-Para. (XI) FREIGHT CARS IN PASSENGER 

TRAINS 

No Car equipped with freight or short wheel base (less than 6' center 
to center of wheels) truck is to be allowed to proceed in limited trains; 
neither shall any car failing to be equipped with buffers be allowed in Coast 
Line, Transcontinental, or fast trains, (such as Nos. 1 and 4, 5 and 6) be¬ 
tween Chicago and Minneapolis. Cars equipped with freight car trucks 
fitted with elliptic springs and suitable wheels, draft gear and side bearings, 
proper brake, signal and steam heat equipment, will be allowed to operate 
on local trains only limited to 30 miles per hour maximum speed. 

Sub-Para. (XII) WOODEN CARS AHEAD OF STEEL 

EQUIPMENT 

Passenger cars of wooden construction when free of passengers, mes¬ 
sengers, trainmen or other persons, may operate between steel cars as found 
convenient. Where passengers or employes have to ride in such cars, the 
steel equipment will be placed at the head end of the train and the wooden 
cars at the rear, arranged to best suit operating conditions. 

Should this rule be neglected or changed by any Operating or Traffic 
Offices, Inspectors should take the matter up with their immediate superior 
and handle in writing as a matter of record, for in case of accident this 
evidence will be required. The way to do this is to first inform the person 
o.r persons riding the wooden equipment, and then record this fact and 
position of car in train on both copies of 975 report, and on own copy note 
name of official responsible for car proceeding in this manner. 

Sub-Para. (XIII) ELECTRIC SIGN ON REAR OF 

TRAINS 

Certain of our principal trains carry an electric sign designating the 
name of the train. When the rear car is cut off, or another car added to 
the rear of train, this sign is to be moved and properly fixed to the then 
rear car. Train crews sometimes request Inspectors to leave this off, or 
even remove it immediately prior to arrival at depot, and place it inside of 
car, in order to save delay in getting the train started again. The sign must 
invariably be located and placed in correct position before tiain proceeds, 
as its absence is commented upon by travellers and creates a poor impres¬ 
sion, while the time required to fix it in place is too brief to have any bear¬ 
ing on keeping a train on time. 


168 


Sub-Para. (XIV) DELAY IN DYNAMO BAGGAGE 

CABS GOING TO COACH YARDS 

It must be borne in mind that the time required in which to prepare a 
dynamo baggage car for service is much greater than in the case of an or¬ 
dinary car. The dynamo has to be attended to, and it is on the greatest 
importance that dynamo cars be sent to Coach yards at the earliest possible 
moment. Inspectors will do everything in their power to get cars switched 
without delay, where necessary taking the matter up with the Yardmaster 
and Superintendent. If action cannot be obtained the matter will be 
reported to the Master Car Builder, in order that steps may be taken to 
have the condition corrected. 

The inspection of cars in the manner described above should, normally, 
meet all the demands made upon Inspectors, but other matters will arise 
from time to time which will demand the display of initiative in order 
that trains may run on time and be kept in proper condition. To enable 
Inspectors to meet such emergencies the following information respecting 
Lighting systems and Heating systems will be found helpful. 

Sub-Para. (XV) ELECTRIC LIGHTING ON TRAINS 

There are three systems in use for lighting trains by electricity. The 
most common is by means of a dynamo located in a baggage car at the head 
end of the train. This dynamo is operated by steam supplied from the 
locomotive, and when the engine is cut off current is supplied to the train 
from storage. The next system is by a small dynamo attached to the 
locomotive. In this case when the locomotive leaves the train the lights 
are cut off, and it is necessary to have a certain number of oil lamps lighted 
throughout the train. 

The third method is by means of an axle driven generator located under¬ 
neath the car, which, if powerful enough, can light up the next car attached 
—These generators have a storage system, which provides current automatic¬ 
ally when the train is stationary. Current is conveyed from these various 
generating systems to the electric light globes by means of a cable carried 
along the roof of each car, and connected between car and car by the usual 
connector cable. It is important that these connectors be carefully handled, 
kept in good order, guarded against mishandling, and properly and securely 
put up. 

Inside of each car are placed ordinary fuses for guarding against any 
overcharge of current that might result from any one of several possible 
causes. In the event of an excessive production of current, the fuse will 
blow out, breaking the circuit, and preventing the possibility of overheating 
or melting of the wires. Switches for turning lights on and off are also 
provided. 

The principal troubles likely to arise would be the blowing out of a 
fuse, or a switch becoming defective, and these can be readily rectified by an 
inspector with an elementary knowledge of ordinary lighting fixtures. If, 
however, the trouble is in any of the wiring it must not be tampered with 
excepting by a qualified man. 


1G9 


The belt of an axle generator may become disconnected, in which case 
it can be replaced as follows: Loosen the belt tension spring and push 
the dynamo as far toward the axle as possible, then lock it there. Now pass 
the belt around the two pulleys and stretch it up tight, mark, and cut it 
square. Place the crescent belt fasteners on one end, lay it on the dynamo 
pulley and drive the split copper rivets through fastener and belt. Now 
bring the ends of belt together and drive through rivets. Set the split 
rivets so that they will split lengthwise of the belt. After belt is riveted, 
allow dynamo to swing back and tighten spring until belt cannot be slipped 
by hand. If pulleys show that belt has been running to one side, adjust the 
dynamo so as to cause belt to run in the center of the pulleys. This can 
be done by the set screws or some other arrangement for moving one end 
of the dynamo forward or backward as required. After adjustment is made 
the car should, if possible, be moved back and forth, say about 100 ft. so 
as to see that the belt runs centrally with the pulley. This is very im¬ 
portant. The supply of belts, crescent belt clamps and rivets, will be 
found in the car locker. 

Storage battery doors must be properly secured, and body hung dynamos 
quite tight in position, with pulleys properly lined up on axles. It should 
be observed whether generator belts interfere or cut truck members or brake 
beams. 

Copy of “Instructions to Dynamo Operators” is obtainable upon appli¬ 
cation through the correct channels. 

Sub-Para, (XVI) HEATING OF TRAINS 

There are two methods of heating cars—by coal stoves or steam heat. 
The former requires no explanation, beyond saying that inspectors must 
see that coal box is filled, ashes removed, and all waste paper and combustible 
matter removed from around coal box, but the latter is comprised of no less 
than six different systems on our roach However, these systems have much 
in common, and can be placed one behind the other in a train without 
interfering with each others operation. 

The systems are: 

1. Safety Car Heating Co. (Combination System). Part of Vapor Co. 

2. Chicago Car Heating Co. Now Known as the Vapor System. 

3. Gold Car Heating & Lighting Co. 

4. Standard Heat and Ventilation Co. Part of Vapor Co. 

5. Baker Heater, or Hot Water Circulating System. 

6. Direct or Straight System. 

Each car has a steam pipe running its entire length, equipped at each 
end with hose and couplings to provide a continuous steam line throughout 
the train. This steam line is provided with branch connections to the 
heating pipes in each car. Inside the car are suitable inlet or cut-out 
valves to control admission of steam to heating pipes. 

Each car is provided with one, or more, automatic steam trap, or vapor 
regulator. Steam traps allow condensation from the heating pipes to escape, 
and these are used in connection with pressure systems. Vapor regulators 


170 


maintain atmospheric pressure of steam in the heating pipes, and are used 
in connection with the vapor system. 

Steam hoses will be coupled up on Coast Line and Transcontinental 
trains all the year around. Other trains will have steam hoses uncoupled 
between May 1st and September 1st, unless required coupled by weather 
conditions. 

To operate these various heating systems (excepting Baker) signal the 
engineer for steam, open rear cock of steam hose, and when a good blow of 
steam has come through, close it so it remains with just a little steam 
escaping. Steam can then be turned into the heater pipes but when a train 
is cold, this must be done very slowly to prevent fittings from cracking or 
bursting. 

The two rules to be remembered in regard to steam heat are—(1) 
Ahvays keep a little steam escaping at rear of train, and (2) Never cut 
off steam from train line ivitliout first opening rear steam pipe valve wide 
and bloiving out steam pipe line. 

There is no connection whatever between the heating pipes of the vapor 
system and the water circulating pipes of the Baker heater, excepting the 
proximity of the two systems, both inside and outside the car, at the Baker 
heater cross-overs, while a spur from the train line keeps the Baker pipes 
from freezing when the heater is without fire, and a branch line from the 
train line is run up around the expansion drums of the heater to prevent 
them from freezing when not in use. 

Fire and steam may be used at the same time, except that when a fire 
has been in the heater for some time, and the water circulation pipes are 
very hot, the vapor system should not be turned on until the fire is low and 
the water is cooled. 

The Baker heating system includes radiating pipes, expansion drums 
having funnel filling cocks, and safety valves attached; also a stove. The 
radiating pipes pass through the stove in the form of coils and are connected 
to the expansion drums. The system is provided with drain cocks. The 
radiating pipes, which are located along the side of the car and beneath the 
seats, are filled with water, its highest lever being half-way up in the expan¬ 
sion drums, which are located on the roof of the car. 

The principle of operation is simply “Circulation” of water induced 
by fire in the stove imparting heat to the water, forming steam globules 
which always have a tendency to rise, and in so doing cause the heated 
water to travel upward into the expansion drums, and then down and 
through the radiating pipes, the cooled water returning into the bottom of 
the stove for reheating, thus warming the car. 

Any car containing a Baker heater located back of eleventh car in a train 
failing to warm satisfactorily, may have a fire maintained in same. 

To start a brisk fire in a Baker heater stove may cause it to immediately 
generate steam pressure and blow off at the safety valve; therefore, when 


171 


first starting a fire, leave inside slide and ash nan door open and upper 
outside slide door closed as much as possible, feeding furnace with kindling 
wood and soft coal, followed up with hard coal. After getting a good 
fire started with hard coal, the inside slide lid should he closed and ash pan 
slide door adjusted according to requirements. The inside slide must not 
be left open when running, as the smoke pipe will become overheated and 
thus damage the car. 

Inspectors will see that coal box is filled, fire laid in heater, ashes re¬ 
moved from ash pit, also all waste, paper and other combustible matter 
removed from around coal box or heater room. 

All inspection points should have on hand fifty feet of y 2 " rubber hose, 
equipped with standard steam hose coupling at one end, and about 24" of 
iron pipe with pointed outlet at the opposite end, so as to be in a position 
to thaw out drains, drips, tanks, etc., as required. This is light and can 
be easily manipulated by one man, whereas heavier hose such as or 2" 
is unwieldly and awkward. All steam hose must be properly coupled and 
tight to avoid leakage. A supply of proper gaskets should be kept within 
easy reach at all times. Steam hose must be carefully examined to be sure 
that it is in fit condition to give satisfactory service. This is particularly 
true on the head end of long trains, as the older hose can be relegated 
back to non-important trains and rear cars. When not in use, steam hose 
should be hung up out of the way by dummy coupler or hook. 

Inspection should he made to see that cloth around steam pipe covering 
beneath cars is not torn and hanging down. As soon as it shows signs of 
getting into this condition the fact must be reported so that it can be 
repaired and painted with asphaltum, to present a neat appearance and 
avoid possibility of fire. 

In applying gaskets to steam hose see that they are properly locked 
to prevent loss when blowing out steam. 

Inspectors will occasionally look over the interior of cars to see that 
inside piping is well strapped, in order to prevent pocketing of condensation 
and rattling when a car is running Where steam pipe leaks enroute, 
emergency repairs can often be made by wrapping the failed portion with 
a piece of rubber hose securely wired in place, followed with three or four 
courses of electrician’s friction tape, then powdered asbestos, completed with 
a muslin outer cover. 

Full details of Car Heating are contained in “Heating of Cars—110-1,” 
copies of which may be obtained upon application through the correct 
channels. 


172 


Para. 15. INTERCHANGE OF PASSENGER CARS 

No passenger car from connecting lines is to be allowed to proceed in 
any train on tliis railroad without first being passed upon by a car inspector, 
or other authorized representative of the Car Department. Many cases of 
failure have obtained in connection with foreign passenger equipment, due 
principally to improper condition of journal boxes and contained parts, 
draft gear and attachments, and bad wheels. The brake equipment must 
be closely scrutinized and known to be in proper working order. It should 
be established that the equipment is not overloaded, that side bearings, 
trucks, wheels , springs, equalizers, etc., are all in safe condition to run. It 
it is necessary to hold cars over for another train to put them in condition, 
it should be done. Under no circumstances run any risk of accident. At 
the same time in no case will a delay be countenanced due to lack of effort 
on the part of this department. It has been a very difficult matter to obtain 
the necessary authority to stop the practice of placing foreign passenger 
cars in our trains before we have had time to pass on them, and now this has 
been granted a train must only be held for necessary inspection and work, 
which is to be done in the quickest possible time.- 

In the past we have experienced considerable trouble with through 
express cars received from Eastern lines for delivery on the Pacific Coast. 
These cars have been received closed and sealed with the radiator shut-off- 
valves under the car closed, and the cut-out valves beneath the car left open. 
These cut-out valves are on the steam branch line, and as a result of being 
left open, a gradual seepage of water into the radiators occurs, and in cold 
weather this freezes, resulting in heavy damage from burst and frozen 
radiators. As the cars go west we have to put them under steam, and 
serious delays occur on account of having to rectify the above troubles. 

Inspectors at receiving points will therefore see to two things—viz. 
(1) that the cut-out valve beneath the cars is closed, and (2) that the 
radiator inlet valve is wide open, for which purpose the car will be opened if 
necessary. 

Foreign cars are sometimes received with non-standard steam couplings, 
or hose of light construction that will not stand the steam pressure necessary 
in our trains. Such hose must be replaced with our own standard, the 
old hose being turned in to the Foreman with proper record of car number 
and initial from which removed, train number and date. When car is re¬ 
turned to owners hose will be returned with it, and we will retain our own. 

Specially made up hose of short length and properly stencilled are sup¬ 
plied all gateway stations and terminals where foreign cars come to us, in 
order to avoid one of our long hose being applied in substituting foreign 
lines design, which is usually of shorter length. Unless this is done coup¬ 
lings are liable to drag and be ripped off by crossovers, crossing planks, etc. 

Cars received in interchange on our road for delivery to the Northern 
Pacific must be equipped with rolled steel, steel tired, or Davis cast steel 
wheels.—Cast iron will not be accepted by the N. P. 


Section II 

REPAIRS 

Para. 1 GENERAL METHOD OF REPAIRING CARS 

Upon our ability to repair cars effectively, economically and efficiently 
depends in a large measure our success as a department. The desired results 
can only be obtained by careful planning, proper preparation, and thorough 
execution. 

With this end in view schedules for all classes of freight car work of 
which any appreciable quantity has to be handled are prepared in readiness 
for carrying into effect as soon as conditions will permit. It is a matter of 
considerable regret from a purely mechanical point of view that most of 
the heavy car work has to be carried out during periods when the heaviest 
demands are being made upon equipment. Work could be carried out much 
more advantageously and economically during so called “slack” periods, but 
conditions over which we have no control govern the situation, with the 
result that we must handle our heaviest work during busy periods. Realiza¬ 
tion of this fact, and preparation accordingly, will help greatly to mitigate 
its disadvantages from our point of view. 

Experience is a great teacher, and the constant study of our work enables 
us to ever improve upon our plans. Accordingly Schedules are altered from 
time to time, but it is highly desirable that we retain uniformity so as to 
guard against the evils that result from the existence of a varied series of 
cars. In order to obtain the advantages of our experience, and at the same 
time avoid the variations referred to, meetings will be held prior to the 
launching of any programme, attended by those who have to carry out the 
programme, at which all details will be discussed and if possible illustrated. 

The work involved by a programme will be assigned to points at which 
it can be carried out to best advantage, taking into consideration the regions 
in which cars are required for loading, as well as our facilities, available 
material and forces. As far as possible work will be assigned to the fewest 
number of points—that is to say, Schedule 5 work will be done by say three 
or four points only, Schedule 32 by two points only, etc. By this means 
the handling of material is greatly simplified, fewer blue prints and reports 
lire necessary, and considerably less administration is involved, while experi¬ 
ence on one class of work develops an organization in such a way that greater 
output can be obtained. 

The preparation includes obtaining in advance the necessary tools and 
material, putting facilities into good shape, getting ready track or shop 
space, studying blue prints, and planning the distribution and assignment 
of work. 

In ordering tools and material two things must be borne in mind, viz: 
time and definitiveness. Requisitions should be made out 60 days in advance 
whenever possible, include all items required for programme, state clearly 
what work it is wanted for, and by what date delivery is necessary. Requisi- 


174 


tions for material for a certain Schedule or Programme should be kept quite 
separate from requests for other material, and must not include inflated 
quantities. It must not be presumed small items such as cotters, bolts, nuts, 
screws, etc., can be drawn from ordinary stock, but every article included, 
right down to the last washer. F'ailure to appreciate what is involved in 
providing material has hampered operations very much in the past, and all 
concerned should realize their responsibility in this direction. If necessary 
copy of original bill of material should be requested, and study of require¬ 
ments made, as unless the Foreman responsible for carrying out a repair 
programme can establish what he requires, it is unlikely anyone else can. 

Studying blue prints need not be confined to looking them over in an 
office. A car of the class to be handled should be set in at a convenient 
location, and study made at the car, or, better still, if the work is being done 
at another repair point, or there is a sample car available, study should be 
made of the completed car. 

Proper execution of the work will depend upon supervision—presuming 
preparation as outlined has been made. The individual carman is only as a 
cog in a wheel, and cannot be expected to give service until the wheel starts 
turning. At the outset of new work all is more or less confusion to him, 
but once cars reach a stage of completion his mind clears and he can perform 
his work more pleasantly and intelligently. Foremen should realize that 
the weeks of thought given a programme, ordering of material, and studying 
of prints are unknown quantities to the carman, and for that reason super¬ 
visory forces must be able to explain what is required at the commencement 
of new work. That this is not done is evidenced by a study of output at 
various points. Some places spend weeks before getting organized, and to 
a large extent matters straighten themselves out. At others within a few 
days work is on a smooth running basis. This third angle to the effective 
repairing of cars—supervision, or rather organization and supervision—is 
the side of which the responsibility rests most directly on the shoulders of 
Foremen. Study of the problem, the reading of books and current litera¬ 
ture on the subject, personal communication with other Foremen, organiza¬ 
tions and industries, as well as visiting plants at every opportunity, are 
some of the means which may be employed by those who wish to learn how 
to grapple with their problems, and to advance unless the highway of success. 

The following excerpt from the opening address of our 1921 Staff Meeting 
is worthy of a place in the memory of all supervisors: 

“Probably no single question has caused so much concern to those who 
are responsible for shop output as the problem of handling men, and it will 
continue to confront us for some time to come. The day of the boss, the 
driver, is gone, and to attain any degree of success in this direction under 
present conditions, you men must be leaders who can appeal to the men 
under you through a study of the motives that stir them to action. If we 
could but have this thought firmly fixed in our minds, we ought to go back 
to our work determined to make it a success in spite of questions relating 
to facilities or materials, knowing that the greatest potential value rests in 
our handling men—to see that justice is given them as well as the Company.” 


175 


The following kinks for carmen are published for information: 

A good many Carmer levers (push down type), have handles closer than 
18" to rail, which is a Safety Appliance defect, and is ordinarily corrected 
by removing lever, heating same and bending up. This is an expensive 
operation, and the desired results can be obtained by placing a shim over 
the right end of push down lever, which raises the handle 7 times the 
thickness of shim. Shim should be shaped as shown and l%"x2"xl%" 
with a bolt or cotter to hold same in place. See Sketch. 




Shim r r -~ t a'-" uj 1 


Note. 

j StiW tuCVATE. 1-1 

Cars under load and heavy on side bearings, equally divided, can be 
raised without releasing load by jacking up olf the trucks and placing 
washers of a sufficient thickness in the bottom center plate. 

Box cars with ends bulged out can often be straightened without the 
necessity of removing end posts by means of a substantial chain, fastened 
to highest and lowest point of end post, chain drawn to correct length, and 
a jack inserted. As the strain is imposed upon the chain and the end post, 
the latter will bend, and jacking should be continued until post is upright. 

Cars with doors closed and scuffed and punctured by the use of bars to 
close them indicates that the door is in a bad condition and should be fixed. 

Single, double or triple loads of piling, spars, or timbers which may have 
shifted on bunks indicates that bunk is improperly secured and braced, or 
that the drawbars have not been blocked as required and all slack taken out. 
It is a good policy when so found when there is a wye in yard to turn the 
load and it will equalize itself as the load shifts the way that it travels. 

Before transferring a load from a bad order car, it should be established 
that repairs cannot be made satisfactorily under load. Remember that the 
transferring of a load paves the way for a freight claim, and whenever 
possible cars should be repaired under load, even at the expense of slight 
delay. 

Box cars with concealed loads that have ends bulged, or with car sagging 
or leaning to one side, should not be allowed to leave repair tracks without 
opening car to ascertain cause. 





































176 


In splicing a draft timber of a wooden nnderframe car loaded with 
grain, a box with top off, turned upside down, can be placed on floor of car 
by tunnelling through load. By so placing box, car can be repaired under 
load without spilling any of the grain. 

When repairing refrigerator cars, and it is observed paint or shellac has 
turned black, it is an almost sure sign the woodwork has rotted. 

Before hopper cars leave repair tracks, see that doors are properly closed. 
Where provided with chain shaft, pry down on door with pinch bar, and if 
chain is not properly wound up it will be discovered by door opening part¬ 
way. 

Light repair cars should be placed on specially designated tracks so 
that they mfay be promptly repaired and returned to service. 

The switching of repair tracks during working hours must be avoided, 
but when this cannot be done men are to be kept engaged as far from where 
switching obtains as possible, so as to avoid loss of time. 

Cases are occasionally called to attention where repair track locks are 
used by other departments. These locks are for one specially designated 
purpose, and should any instance be known where they are being put to 
other use, the matter is to be reported at once through the correct channels, 
so that it may be rectified. 


Para. 2 FREIGHT CAR REPAIRS (SYSTEM) 

Sub-para. (I) CLASSIFICATION OF WORK 


Schedules cover the heavier work on system cars, and all details are 
given under the individual schedules. The cars they apply to are as follows: 


Schedule Class of Car Capacity Series Principal Work Involved 


1 Box (Wood) 


1A Box (Wood) 


Box (Steel 
Center Sill) 


60 M 51000 to 68198 Discontinued. 

6S300 to 60524 
70526 to 72524 

60 M Same as Above Steel channel center sill with 

cover plate: New body bols¬ 
ters : Channel end sill: Steel 
striking castings: Friction 
draft gear: Roof braces: 
Brake beam safety hangers: 
Side & end sheathing straps: 
Inside end plate brace: End 
belt rail band. 


60 M 6S200 to 6829S Cover plates for channel cen- 
60526 to 70524 ter sills: Flanged center sill 

patches: Channel end sill: 
Steel striking castings: Fric¬ 
tion draft gear : Roof braces : 
Brake beam safety hangers: 
Side & end sheathing straps: 
Inside end plate brace: End 
belt rail band. 


177 


Schedule Class of Car Capacity Series 

3 Box ( Steel SO M 72526 to 79994 

Center Sill) 80000 to 81478 


Principal Work Involved 

New steel center sills with 
cover plates and body bolsters : 
Friction draft gear: End sill 
channels: Steel striking cast¬ 
ings : Side sheathing straps: 
Roof braces: Inside end plate 
braces: End belt rail band: 
Brake beam safety hangers. 
OR 

Cast steel draft arms to be 
rivetted to present steel cen¬ 
ter sill channels: Bottom cover 
plate to be applied to present 
center sill channels, extend¬ 
ing from body bolster to body 
bolster: Top cover plate to be 
applied to present center sill 
channels, extending from end 
sill to back of body bolster: 
Friction draft gear: End sill 
channels: Steel striking cast¬ 
ing : Side sheathing straps: 
Roof braces: Inside end plate 
braces: End belt rail band: 
Brake beam safety hangers. 


4 Box (Steel 80 M 87484 to 93480 Side and end sheathing straps : 

Underframe) 500000 to 506204 Lower belt rail bands: Heav¬ 

ier corner bands on upper 
4 A Box (Steel SO M 81482 to 83480 belt rail: I beam end post 

Underframe) # reinforcing casting: Inside 

end plate braces : Roof braces : 
New standard door fixtures 
(where renewal necessary) : 
Steel striking castings: Brake 
beam safety bars. 


5 Box (Steel 80 M 83482 to 87480 Butterfly ends: Steel striking 

Underframe) 200000 to 206500 castings: Class B patches: 

Roof braces: Inside end plate 
braces: Side & end sheathing 
straps: Lower belt rail band: 
Heavier corner bands on up¬ 
per belt rail: New standard 
door fixtures: Brake beam 
safety bars: I beam end post 
reinforcing casting. 


7 

9 

10 


Box (Steel 
Frame) 

Box ( Steel 
Center Sill) 
Auto (Steel 
Underframe) 


100 M 700000 to 103999 

SO M 506205 to 507204 
507205 to 508204 
80 M 590000 to 590249 


Roof braces. 

Side sheathing straps: Roof 
braces. 

Roof braces: Si<Je & end 
sheathing straps: Lower belt 
rail band: Heavier corner 
bands on upper belt rail: 
Inside end plate braces : Brake 
beam safety bars. 


Schedule Class of Car Capacity Series 

16 Auto Carriage 80 Mj 206501 to 207407 
(Steel 

Underframe) 


IS Furn. (Steel 60 M 24700 to 256S6 
Center Sill) 


19 

Package (Steel 
Center Sill) 

SOM 

96000 to 

• 

9605S 

‘'Q 

^ d 

Refgr. (Steel 
Underframe) 

SOM 

400000 to 400499 
735 to 2999 

23 

S^x:k (Wood) 

60 M 

8267 to 
10201 to 

10099 

12999 

24 

Stock (Steel 

60 M 

100000 to 102499 


Underframe) 


45551 to 45699 
45701 to 45999 


27 

Flat (Wood) 

SOM 

68001 to 6S499 
TE506 to TES77 
32101 to 32147 

28 

Flat (Steel) 

100 M 

60001 to 
62101 to 

61999 

62699 

29 

Coal (Steel 
Center Sill) 

100 M 

32259 to 

37257 

31 

Coal (Steel 

100 M 

29677 to 

32075 


Center Sill) 


Principal Work Involved 

Itoof braces: Inside end plate 
braces: Side & end sheathing 
straps: I beam end post rein¬ 
forcing casting: Lower belt 
rail band: Heavier corner 
bands on upper belt rail: 
Large end doors to be re¬ 
moved, and end of car re¬ 
constructed to be same as op¬ 
posite end: Steel striking 
castings: Brake beam safety 
bars. 

(Contemplated) Cast steel 
draft arms to be rivetted to 
present steel center sill chan¬ 
nels : Bottom cover plate to 
be applied to present center 
sill channels, extending from 
body bolster to body bolster: 
Top cover plate to be applied 
to present center sill chan¬ 
nels, extending from end sill 
to back of body bolster: Fric¬ 
tion draft gear : End sill chan¬ 
nels : Steel striking castings: 
Side sheathing straps: Roof 
braces: Inside end plate 

braces: End belt rail band: 
Brake beam safety hangers. 

Brake beam safety bars (no 
other improvements needed). 

(Contemplated) Changes in 
underframe, superstructure 
and ice bunkers. 

No programme yet arranged 
for. 

Not definitely decided. Con¬ 
templated applying Butterfly 
ends : Steel striking castings : 
New design trucks. 


No programme yet arranged 
for. 


Brake beam safety bars (No 
other improvements needed). 

End gate hooks: Stakes to be 
extended over cross ties to 
prevent sides spreading: 
Brake beam safety bars. 

End gate hooks: Stakes to be 
extended over cross ties to 
prevent sides spreading: 


179 


Schedule Class of Car Capacity Series 


32 

Coal (Steel 
Underframe) 

100 M 

300000 to 302499 

33 

Hopper (Steel) 

100 M 

57801 to 

57835 

34 

Ore (Wood) 

100 M 

25493 to 

25S91 

35 

Ore (Wood) 

100 M 

50001 to 

53799 

39 

Ballast (Wood) 

SOM 

48101 to 
48971 to 
70001 to 

48969 

49999 

70969 

40 

Ballast (Steel 
Underframe) 

100 M 

70971 to 

72969 

41 

Caboose (Steel 
Underframe) 

40 M 

ALL 


42 

Caboose (Wood) 

40 M 

ALL 


It 

will be clearly 

understood that 

the 


Principal Work Involved 

Brake beam safety bars: Cast 
steel draft arms to be applied 
to present channel center 
sills : Steel striking castings: 
End sill channels: Cover 
plates on channel center sill. 

Butterfly ends: End gate 
hooks: Inside gussets: Plate 
side stakes: Knee castings 
for side stakes: Side bracing: 
Steel striking castings : Brake 
beam safety bars: Re-arrange 
hopper doors, equipping same 
with Wine type door hooks. 

Brake beam safety bars—• 
otherwise repair in kind. 

Bradford draft arms: Brad¬ 
ford draft gear: Special type 
couplers (material 'now on 
hand). End sill channels. 

Extend side planks to full 
length of car: Heavier side 
stakes: Supports for floor 
beams. 


Not definitely decided. 


Brake beam safety bars: Re¬ 
inforce body bolster construc¬ 
tion. 

Re-arrange interior to meet 
standard requirements: Brake 
beams to be inside hung: 

Brake beam safety bars. 

Re-arrange interior to meet 
standard requirements: Brake 
beams to be inside hung: 

Brake beam safety bars: 

Center sills (when requiring 
renewal) to be extended 

through to platform end sill. 


In addition to these schedules it will at times be necessary to make 
repairs to system cars, under one or the other of the following classifications: 


Class 

Name 

A 

Very Heavy 

B 

Heavy 

C 

Medium 

D 

Light 

E 

Running 


Labor and Material covered by classification 
100 or more hours direct labor at car. 

60 or more hours direct labor at car. 

20 or more hours direct labor at car. 

One hour or more direct labor at car. 

Less than one hour direct labor at car. 




180 

Bad order cars must not be shipped from one repair point to another, 
excepting by direct authority of the District General Car Foreman. When 
bad order cars are to be sent from a point in one district to a point in 
another, it must only be done with the written authority of the M. C. B.— 
or A. M. C. B. in the case of movement from one General Foreman’s terri¬ 
tory to another on Lines West. 

The practice of billing bad order cars to shop points has resulted in 
severe and expensive congestion, and in addition to noting themselves, 
Foremen must warn all agents that the practice is positively forbidden. 
The matter must be handled as outlined above. 

Sub-para. (II) SYSTEM BOX CARS 

When box cars come on to repair tracks, door tracks and rollers should 
be greased, and it should be assured that each door works freely and easily. 

Side door stops of 3"x5" fir are to be used extending roof to side sill, 
in accordance with blue print issued with M E Circular Letter 1003. 

Bight hand door posts found rotted or broken off at the bottom, but in 
good condition above the sill, can be reclaimed by the use of an oak piece 
being set into the post and reinforced with a metal plate. This is shown 
in blue print issued with M E Circular Letter 1031. In making this appli¬ 
cation a new type door bracket, shown on same print, can be applied to 
advantage. 

F.66 Camel door locks can be applied in connection with the new door 
lock slate, as shown in blue print issued with M E Circular Letter 1015, 
which plate is to be put on all box cars as they pass over repair tracks. 

Many of the brake cylinders and reservoirs under the 42 foot 80,000 lbs. 
capacity box cars equipped with Bettendorf underframes are indicating signs 
of working, no doubt due to the overhanging type of support used, and as 
cars equipped with this type of support pass over repair tracks, end brackets 
or braces should be applied in the manner shown on print accompanying 
M E Circular Letter 1021. 

Cars in Series 500,000 require close attention to metal roofs and ends. 
These are often found badly rusted, and scale must be removed, and both 
roof and ends painted. Also roof clips are to be given necessary attention. 
As these cars go over repair tracks they are to have the brake staff casting 
originally secured to end plate and roof changed, and a brake staff step 
applied to end of car, as shown in blue print D.336 issued with M E Circular 
Letter 1017. 

Cars in Series 700,000 (formerly stencilled “GET”) are to carry the 
new number how on outside of car on the inside as well. When cars go 
over repair tracks interior number will be noted, and when found to differ 
from exterior number will be changed. 

The doors of these cars' can be made to operate much more freely if a 
shim is placed back of the bottom door rail, as shown in blue print 
accompanying M E Circular 1012. 


181 


When these cars are in need of heavy repairs necessitating rebuilding, 
as in the case of wrecked cars, the limit of expenditure must not exceed 
$1,500.00. For heavy repairs, estimates must be prepared and submitted 
to M. Ch B. for approval before work is begun. 

Sub-para. (Ill) SYSTEM GONDOLAS 

As cars in series 32,259-82,257 go over repair tracks, top and bottom 
center plates are to be checked up to ascertain just what clearance is 
provided. If less than 3/16" is shown, center bearing casting will have 
to be changed. 

Gondolas in this series are also to have the hopper operating device 
changed in accordance with Style No. 2, shown on blue print accompanying 
M E Circular Letter 1023. 

Cars in series 300,000-302,599 are to have device changed in accordance 
with Style No. 1 shown on same blue print. 

Sub-para. (IV) SYSTEM STOCK OARS 

The slats on all stock cars must be maintained at the correct spacing 
shown on the blue prints for each class of car. When repairs have been 
made in some instances this spacing has been altered and made altogether 
too close, making proper ventilation impossible, and not permitting of the 
showering of hogs, which is very necessary in hot weather. This is to be 
rectified when cars are found as described. 

When water troughs are removed from cars, piping and fixtures must 
be removed also, in order to prevent possibility of injury to horses or other 
stock when being shipped. 

Letter boards on stock cars are to be 12" wide, and applied in accordance 
with M E Circular Letter 1028, but it is not necessary to use one 12" board— 
two 6" may be used. 

Fir timber when used for stock side door posts rots very quickly, and 
only oak is to be used for this purpose. 

When posts and braces are found rotted or deteriorated at lower extrem¬ 
ities, considerable timber can be saved by lap splicing as shown in blue print 
accompanying M E Circular Letter 1004. When cars leave repair tracks 
posts and braces must be in proper position, and cars not allowed to go 
into service with braces, etc., out of castings at bottom. 

Double deck cars must have upper deck properly supported. Details of 
the method of application showing proper supports, are given in blue prints 
7930C and 7817 C, copies of which are obtainable upon application. 

Sub-para. (V) SYSTEM REFRIGERATORS 

Refrigerator cars must be equipped with hooks and fasteners to keep 
doors in an open position. Without these fixtures they will not be accepted 
in interchange. 

Sub-para. (VI) SYSTEM ORE OARS 

As far as possible ore cars will be repaired under the programme provided 


182 


by Schedule work for this class of equipment. The work will be carried 
out at points designated at time programme is authorized. 

Repairs other than under programme will, normally, be carried out on 
the Superior Division during the winter months, so that cars may be 
available for service during the ore season. Specific details of the work 
to be done cannot be given, but foremen at points where ore cars are handled 
will keep themselves posted as to what the Schedule work for these cars 
involves, and will avoid heavy repairs as far as possible, allowing the cars 
to run until such time as Schedule work is authorized. However, demands 
made by the business offered will govern the situation to a large extent, 
and repair forces will be arranged accordingly. 

In repairing ore cars, consideration must be given to work to be done 
when care car is shopped for schedule repairs, so that money will not be 
spent unnecessarily in applying parts that will later be removed and rejected. 

While cars are on repair tracks the trucks, wheels and journals must be 
carefully looked over, and any work necessary carried out to put them in 
first class shape. It is of the greatest importance that when cars leave repair 
tracks the trucks are in good condition, as with the heavy weights conveyed 
in these cars, and the conditions under which they are operated, great strain 
is imposed upon trucks and wheels. 

Air brakes are similarly to be given especially careful attention. 

Sub-para. (VII) SYSTEM FLAT CARS 

Side stake pockets on flat cars in commercial service are to be spaced 
24 inches minimum and 42 inches maximum. Bent plate type of stake 
pocket, secured by either 4 bolts or rivets, and with inside washer bearing 
plate, will be used. 

Flat cars in series 60,001-61,999 have train line between center sills. 
This installation makes maintenance difficult account insufficient space to 
operate a pipe wrench. It has been noticed on some of these cars after 
floor was removed that hole had been burned through cover plate in order 
to work on train line. This must not be done under any circumstances. 
As cars of this series are held for repairs the train line should be placed 
outside of center sills, only crossing through them, as indicated on sketch 
accompanying M E Circular Letter 1042. 

Sub-para. (VIII) SYSTEM CABOOSES 

When cabooses pass over repair tracks, or enter shops for general over¬ 
hauling, the air gauge must be tested with an accurate test gauge or dead 
weight tester, and if found incorrect replaced with an accurate gauge. 
(Whether cabooses go over repair tracks or into shops or not, these gauges 
must be tested every six months.) The test can be made by attaching an 
accurate test gauge to the “T” in the pipe between the cut-out cock and 
the gauge on the caboose. This <f T” is plugged and placed in the pipe for 
the purpose of testing. 

In all cases where stove pipes project through caboose roof, a suitable 


183 


cylinder to provide an air space around the stove pipe must be provided, 
as shown in blue print accompanying M E Circular Letter 1052. 

For the better accomodation of train crews in using cooking utensils in 
preparation of meals, a new drum and top plate has been made for caboose 
stoves. 

This arrangement will tit on the present stoves and hereafter no more 
of the old type of stoves are to be made, but as new stoves are made, or 
replacements are necessary to the present design of top, the improved type 
should be provided, as indicated in blue print D 631 issued with M E Circular 
Letter 1029. 

As they go through shops for general repairs, standard ice boxes under 
cupola are to be installed in all caboose other than those operating in pool 
service on the Rocky Mountain and Mississippi Division, and those operating 
between Othello and Tacoma in through freight or time freight service. 

Original blue print shows ice box built in, but instead of building in 
permanently it is preferred that they be made separately and placed in 
caboose underneath the cupola, as shown in blue print issued with M E 
Circular Letter 1002. 

In applying this movable ice box, arrange to put in a partition separating 
the space for ice box from the oil room, and also see that the ice box is 
cleated in position so as to prevent shifting. Care should also be taken to 
locate the ice box away from end of caboose in which the stove is located. 
Inasmuch as all cabooses have ice boxes of various types and locations, the 
cost of the standard application will be charged to repairs. (Cabooses used 
in transfer service only are not equipped with ice boxes.) 

Most of our cabooses are at present equipped with outside hung brake 
beams, and it' has been found that the cost of maintenance will be reduced 
considerably and better results obtained by having the brakes hung on the 
inside, secured to the trucks. Blue print 11686-E issued with M. E. 
Circular 1076 shows the combination swing hanger bearing and brake hanger 
bracket to be used, and Blue Print 11699-D shows the application of the 
bracket and brake beam in position. The print does not show the present 
standard brake beam hanger which should be the “IP type. On such of 
the cabooses as were converted from box cars and which have the short 
wheel base trucks the inside hung brakes cannot be applied, but the change 
should be made on all other cabooses as they go over repair tracks for 
general repairs. 

Sub-para. (IX) * SYSTEM TENDERS 

As tenders pass through shop or receive classified repairs, the top end 
of the drain pipe should be reduced by rolling in a bushing with 2 1 / 2 1 " 
flue roller, similar to what is shown in style No. 1 arrangement on the 
sketch referred to below. 

When new applications of drain pipes and collars are necessary, the 
drain pipe should be swedged down from 3" to 2 1 /2 // from the upper end, 


184 


similar to what is shown in style No. 2 on the sketch accompanying M E 
Circular Letter 1033. 

The purpose of reducing the tender drain pipes on the top is to prevent 
pieces of coal, cinders and other foreign matter lodging in same and any¬ 
thing that would pass this reduced opening would pass the remainder of 
the pipe. 

Many of our tenders equipped with wood end sills, employ a small cast 
washer for the eye bolt of the safety chain between the engine and tender, 
and Federal Inspectors have criticised this arrangement, claiming the small 
bearing area afforded by the washer, allows the same to be drawn into the 
wood and length of the chain increased. 

In order to avoid such criticism, as tenders so equipped pass through 
shops washer plate will be applied, as shown in M. Bj*Circular Letter 1036. 

When it is necessary to raise tender frame to standard height on 
L3 tenders (only), arrange to apply a spring cap designed and shown on 
blue print issued with M. E. Circular Letter 1038. This will eliminate the 
removing of the body center plate and the application of a liner. 

Spring planks for 80 M and 100 M capacity tender trucks will be rolled 
channel plates, while on the 120 M the flanged section will be used. Blue 
print accompanying M. E. Circular Letter 1043 will give details of these 
spring planks. 

Body bolsters on the 80 M tender trucks are causing trouble, due in 
some instances to the bolster not being properly assembled. Investigation 
has shown several bolts missing, as indicated by the letter “A” on blue 
print E-620, issued with M. E. Circular Letter 1044, and this must be 
carefully checked up. 

We also found that the bottom plate on some of these bolsters is not 
long enough to make a snug fit at the end where the top plate meets same, 
as indicated by letter “B” on above mentioned blue print, and bottom 
member is allowed to work. Where these conditions exist, the opening 
between the above mentioned plates should be filled in with a plate and 
welded at the first opportunity. Bolster should also be strengthened at 
side bearing by the application of filler, as shown on sketch, the pattern 
number of which is L-57-2. 

By the use of the J. M. air brake cylinder packing cups, air leakage is 
eliminated to a greater extent and for a longer time than is attained by the 
ordinary non-expansive packing cup. 

This, together with the smaller amount of lubricant required as com¬ 
pared with the ordinary packing cup and further that the heat does not 
affect them, results in increased brake efficiency, reduction in expenditures 
for replacement, lubricants and labor costs; increased factor of safety in 
handling trains, on grades; reduction of expenditure for fuel. 

While some tenders are now equipped with the J. M. Cup, for the 


185 


purpose of efficiency and economy, it is desired to extend this practice 
to standard, and all tenders as they pass through shop should be equipped 
with the J. M. Packing Cup and Expander Ring. 

On tenders for Al, B2 and B3 converted locomotives in passenger 
service, the alterations in manhole and slope sheet shown in blue print A-79, 
referred to in M. E. Circular Letter 1049, must be made as tenders pass 
through shops. 


On account of numerous derailments it has been decided to change side 
bearings on trucks of tenders, so that front truck side bearings will be 
spaced 40" center to center and on rear trucks the side bearings will be 
spaced 52" center to center except as may hereinafter be noted on account 
of mechanical difficulties and the original construction of the trucks affected. 
In principle there will be no variation from the above instructions. 


Drawings which apply are listed below and may be obtained upon appli 
cation: 



Truck 

Jan. 9 

60M-Style No. 1 

13 

60M-Style No. 2 

17 

SOM-Swing 

*21 

lOOM-Andrews 

*25 

10OM-A2-C 

30 

120M-L3 

Feb. 4 

100M-Barber** 

*39" 

spacing on front truck 


As Built 

Revised 

Arrangement 

Details 

1122-C 

C-459 

D-765 

4383-C 

C-461 

C-461 

18474-C 

D-770 

D-770 

C-326 

D-772 

D-772 

11683-0 

D-822 

D-822 

C-137 

D-S26 

D-826 

11833-E 

D-828 

D-828 

15315-D 

D-S37 

D-837 

on rear truck. 



It is also necessary to give special attention to side bearing clearance 
on tenders. 


Elliptic spring bands on tenders must have a clearance of at least 1%" 
between bands when under static foad. This must be provided on all 
tenders passing through shops. 

Sub-para. (X) ALL CLASSES OP SYSTEM FREIGHT 

CARS 

Murphy XLA roofs must be given very careful inspection to prevent the 
large number of claims resulting from leaky roofs. Sketch issued with M. E. 
Circular Letter 1024 shows the roof application. To prevent further leakage 
between lock flange and roof sheets, they will be firmly hammered together. 
Ridge pole bolts must be inspected and tightened carefully so that tension 
will not be decreased on account of shrunken ridge pole. 

Brake Lever Proportions will be checked to gradually correct the various 
dimensions other than original which have crept into use on our cars. The 
correct proportions will be found in the diagram book issued with M. E. 
Circular Letter 1041, and when checked or corrected car will be stencilled 
in accordance with blue print D-696 accompanying above mentioned circular 
letter. 

Type D Couplers must be greased at contact points, such as lock block, 
etc., to overcome difficulty in operating them. 


186 


Center plates and side bearings should also be given a little grease when 
cars are jacked up. 

Threshold plates are not desired on s} r stem cars, and if receiving A, B 
or C Class repairs, plates will be removed and reclaimed for useful purposes. 

All cars must be stencilled with month and year built, excepting those 
built prior to 1895. A metal badge giving the information is permitted to 
be used under the ARA rules. On tank cars body and tank should hear 
distinctive dates, unless both built at same time. 

The splicing of sills of wooden system cars is to be done in accordance 
with the following: Longitudinal sills may be spliced at both ends, except 
that not more than two adjacent sills may be spliced at same end of car. 
The splicing of any sills between cross tie timbers will not be allowed. 

The splice may be located either side of the body bolster, but the nearest 
point of any splice must not be within 12 inches of the same, except center 
sills, which must be spliced between body bolster and cross tie timber, but 
not within 26 inches of body bolster. 

The splicing of longitudinal sills other than center sills is to be done 
in accordance with Fig. 9-C on blue print 82318-1; old splices now on cars 
may be repaired. 

Center sills must be spliced in accordance with Fig. 9-B on blue print 
No. 82318-1 when new splices are used. This blue print provides for a 
uniform splice for the various classes of cars and must be followed as far 
as practicable to obtain uniformity and interchangeability of splices. Old 
splices now on cars may be repaired. 

Tie rods and roof rods are to be given proper attention when cars are on 
repair tracks. When roofs are olf tie rods and roof rods are to be secured 
with nut, which is to be properly rivetted over, to prevent roof coming 
down due to nut coming off. 

Elliptic Springs, when it is necessary to block them, must be so blocked 
that the springs will be properly supported, and blocks wired so they will 
not shift out of position. 

Draft Gear Carrier Irons must be securely fixed. Missing nuts are to 
be replaced without fail. When cars go over repair tracks and facilities exist 
for doing the work, the pan referred to should be rivetted in position. 
Where the carrier iron is malleable, as Patt. 4651, bolts 7 /$"x3" should be 
used, nut drawn up tight and rivetted over. 

Barber rollers are to be removed from cars with Bettendorf trucks, when 
located between the springs and spring plank, and wooden blocks inserted in 
place thereof. 

Cardwell Draft Gears, as well as any other draft gear, should have careful 
inspection when car is on repair track. Much damage to equipment will 
result unless unnecessary slack is taken up in Cardwell gears. In most cases 
this can be done by drawing up the rod in the usual way, but if not friction 


187 


parts are worn to a point requiring renewal, and should be handled accord¬ 
ingly. 

Journal Boxes not repacked within nine months must be repacked in 
accordance with Standard Practices, and cars so stencilled. 

Door Lochs will remain a source of constant annoyance and result in 
operating difficulties, claims, and cars being sent to repair tracks, until 
such time as every car is properly locked over on respect to this feature while 
it is in the repair track. Locking mechanism on H. & B. cars should be 
carefully examined to see that no working parts are defective. 

Trucksides , either arch-bar or cast steel, when applied must be properly 
gauged before being allowed to go into service, to insure correct wheel base. 
The slightest variation between the distance from journal center to journal 
center on one side of car, as against the opposite side, will cause endless 
trouble. All points must have suitable gauge for testing newly applied 
trucksides. 

Para. 3 FREIGHT CAR REPAIRS (FOREIGN) 

Sub-para. (I) GENERAL PROCEDURE 

Foreign cars will be handled in accordance with the policy pertaining as 
the result of business conditions at the time at which work has to be done. 
When our equipment is sufficient in quantity and of the character required 
to handle the business offering it will be to our advantage to send home all 
possible foreign cars, even to the extent of forwarding them empty. This 
will be governed by current instructions. Ordinarily cars will be repaired 
strictly in accordance with A. R. A. rules, so that we may be properly 
compensated for labor and material expended. During times of pressure 
cars will be kept moving as far as is practicable. 

Heavy repairs to foreign cars, the total cost of which will exceed $200.00 
should not be undertaken without special permission. Cars should be sent 
home, or else owners asked for disposition. This does not mean repairs to 
the extent of $200.00 on foreign cars can be undertaken promiscuously. The 
age, capacity, and physical condition of the car have to be considered, and 
good judgment must be used. However, cars must not be set aside and 
per diem allowed to accrue. A decision should be made as soon as the car 
reaches repair tracks, and if owners have to be communicated with, the 
matter taken up quickly and vigorously. 

In cases of foreign cars for which material is required from owners in 
order to make repairs, no time must be lost in making original request, and 
unless received within thirty days mailgram is to be sent to the Master 
Car Builder, who will handle with car owners or report the facts to the 
G-. S. M. P., Chicago. 

Mather Stock Cars, bearing C. M. & St. P. initials and numbered 89,000 
to 90,000 are to be treated as foreign cars. When repairs to these cars are 
heavy, the policy will be to send them home to owners at Chicago. If cost 
of repairs to a car will exceed $40.00, wire asking disposition, is to be sent 


183 


M. C. B., stating car number, repairs necessary, and what would need be 
done to put car in safe condition to run to Chicago. Should car be awaiting 
loading, however, it should be handled locally, using good judgment. 

C. T. H. & S. E. cars will be handled as foreign cars in so far as billing 
is concerned, but will be treated in accordance with all Standard Practices 
for system cars. These cars will be handled for repairs on C. T. H. & S. E. 
Division as far as practicable. 

Sub-para, (II) SENDING CARS HOME 

In sending foreign cars home (whether bad order or not) full routing 
must be shown on waybill, in order to prevent cars being set out at junction 
points and held for disposition. 

Foreign cars received with temporary fixtures applied, such as false 
floors to refrigerators, must be returned in the same condition as received. 
These false floors are generally stencilled with name of owning road, and 
if found loose will be promptly returned. 

Sub-para. (Ill) WORK WHICH CANNOT BE BILLED 

FOR TO BE AVOIDED 

In repairing foreign cars the application of Grip Union Nuts, Grip Lock 
Nuts, Boss Lock or similar nuts cannot be billed for unless standard to the 
car. They will therefore not be applied unless necessary for safety. 

Para. 4 FREIGHT CAR REPAIRS (SYSTEM AND 

FOREIGN) 

Sub-para. (I) GENERAL 

In addition to the rules laid down for the repair of system cars, and 
those given for handling foreign cars, there are a number of matters which 
pertain equally to system and foreign cars, given under the sub-paragraphs 
following: 

Sub-para. (II) TRANSFERRING LOADS 

The responsibility for transferring loads rests with car foreman at point 
where car is located. Before transferring a load it should be definitely 
established that car cannot be satisfactorily repaired under load. Many 
claims result from the transferring of loads, and this should be remembered 
and every precaution taken to guard against loss during transfer. The 
same type of car is to be used to transfer load to, should there be any 
possibility of anything being involved in handling at destination. For 
instance, coal in a self clearing car should not be loaded into a flat bottom, 
or vice versa. 

Where sufficient help is not available to transfer a load Car Foreman 
will take up with Transportation Department, stating necessity in detail, 
who in turn will furnish the required number of men. 

The number of the seal broken and of the seal applied will be kept. 
When it is necessary to transfer a valuable shipment, such as furniture, 
merchandise, machinery, or finished and manufactured products, Car Fore- 


189 


man will call on the Agent to break the seal and to be in a position to testify 
that no unnecessary damage is done in transferring load. 

In transferring a load being forwarded under Government seal, the 
following (obtained from the U. S. Customs Service) will govern: 

“There are two classes of movement, viz.: (1) cars passing through the 
I r . S. A. from a point in one foreign country to a point in another foreign 
country, handled under what is known as ‘T. & E. Entry’ (transportation 
and exportation entry), and (2) cars originating at or destined to a point 
within the U. S. A., handled under what is termed T. T. Entry" (in transit 
entry) or ‘T. B. Entry" (transportation in bond). 

“In the case of a ‘T. & E. Entry" car (passing through the U. S. A.) 
the load can only be transferred under Customs’ Supervision. 

“With shipments made under T. T." or C T. B. Entry" (originating at or 
destined to points within the I T . S. A.) transfer may be made without the 
supervision of Customs" Officials, (but Car Foremen or Inspectors will in 
all eases notify the local agent or superintendent, and have them attend 
and break the seal). The person supervising the transfer of a shipment 
will note on the special manifest over his signature the date and reasons 
for the transfer, and notify the chief officer of the Customs at the port of 
destination of such action.” 

When a load is transferred, the following must he complied with: 

Local agent notified, giving billing reference and details so that he may 
report condition of load at time. 

If perishable freight, a copy of report will be sent to Supervisor of 
Refrigerator Service, Chicago. 

If transferred, or adjusted, on authority for transfer or adjustment, 
as in cases, of loads received from connecting lines, the authority must be 
sent to the Division Accountant, who will render bill against responsible 
carriers. 

If load is under Government seal, the Chief Officer of Customs at port 
(place) of destination is to be notified. 

All loads transferred or adjusted will be reported weekly to the Master 
Car Builder (Form CD21), a copy of which is to be sent direct to General 
Superintendent of Transportation, Chicago. 

Sub-para. (Ill) WEIGHING CARS 

When cars are built they must be weighed and the light weight (nearest 
100 lbs.—exact 50 lbs. use lower multiple) stencilled on them. 

Wooden cars, or composite cars (excepting refrigerators) are to be re¬ 
weighed each year for first two years they are in service, and thereafter 
once every two years. 

All-steel and refrigerator cars are to be re-weighed every three years. 


190 


Cars materially changed by repairs, alterations or repainting, should be 
re-weighed. All cars re-weighed must be re-marked. 

A. R. A. rules 30 and 31 give details of the method of weighing and of 
marking cars. 

We are advised, on the part of the Western Weighing and Inspection 
Bureau, that their weighmasters weigh a great many cars of our lines, 
and it has been their experience that the light weight as stencilled requires 
correcting, but for various reasons this has not been done in many cases. 
A review of this matter indicates that large number of cars are weighed 
on our line by those association weighmasters employed by different indus¬ 
tries at Minneapolis, Dubuque, Kansas City, Ottumwa, Beloit, Green Bay, 
Moline, Milwaukee, Mayville, Rockford, Freeport and other points. Inas¬ 
much as these men are not employees of this company, it is not consistent to 
require that they re-stencil the cars, but it is desired that our men call 
upon these weighmasters employed at various industries on our lines for 
their records of cars that have been weighed light and found incorrectly 
stencilled, and re-stencil any such that may be available on the industry 
tracks, providing, of course, that the weather conditions are satisfactory and 
it is known that the light weight given presents the actual light weight. 
See that the cars which are weighed are thoroughly cleaned and that the 
weight obtained and applied is reliable. If the cars contain dirt and rubbish, 
this must first be removed. Should the quantity of debris in the car be 
such as to make it impractical to handle it in the weighing and repair yard, 
place the matter before the proper officer in the operating department, re¬ 
questing that the cars be moved to some outlying point where the cleaning 
can be done, and then have the cars returned for re-weighing. 

In the performance of their duties, weighmasters of the Western Railway 
Weighing Association will affix a suitable triangle card, as indicated below, 
to each side of every car weighed by them, which, when weighed in a clean 
condition, shows a variation of 500 pounds or more from the stencilled tare. 
It is desired that in all cases where this card is found by carmen, that the 
correct weight be stencilled on the car. This arrangement will assist 
materially in eliminating the incorrect stencilling of cars. 

Form 247 

Date. 

At. 

Car No.Int. 

Actual Tare. 


Weigh master 

WEIGHED EMPTY BY 
WESTERN RY. WEIGHING ASSN. 

In order to keep our equipment re-weighed it is necessary that the 
matter be handled systematically. In rough round figures we have 63,000 
composite cars and 3,000 refrigerators and all-steel cars. The former have 
to be weighed every two years—or 31,500 per year—and the latter every 
three years—or 1,000 per year, making a total of 32,500 cars per year to 









191 


weigh, equal to more than 2700 cars each month. This does not take into 
•consideration new cars, whose weighing periods are more frequent, nor 
foreign equipment on line in excess of ownership. (Cars off the line will, 
normally, balance foreign cars on the road, in, respect to re-weighing.) 

To meet requirements the following allotment of cars must be re-weighed 
each month. This can be done on an average basis, but over a period of 
one year the ratio must be fully maintained. Each district will arrange 
its own apportioning of work, and will vary it to comply with fluctuating 
conditions: 

Minimum Average Number of Cars to be Re-weighed Monthly 

Refrigerator 


Lines West 

and All Steel 
20 

All Other Cars 

580 

Total 

600 

Northern District 

15 

385 

400 

Middle District 

20 

630 

650 

Milwaukee Shops 

10 

240 

250 

Southern District 

20 

680 

700 

C. T. H. & S. E. 

i—» 

o 

145 

150 

Monthly Totals 

90 

2660 

2750 

Sub-para. (IV) RENUMBERING AND RESTENCILLING 

This will be done in order to keep cars in such condition that no 

doubt 


whatever will exist as to numbers and initials of cars passing interchange. 
Numbers and initials will be brightened up when necessary, but where any 
appreciable amount of work is to be done the number, or initials, or both, 
will be completely restencilled. 

If there is not sufficient paint on car to properly retain the new sten¬ 
cilling and condition of car does not justify entire repainting, one coat should 
be applied as a panel back of the stencilling so that the paint used in applying 
the numbers and letters will hold, otherwise the marking applied will soon 
become illegible and make it necessary to again apply the identity marking 
within a short period. 

Sub-para. (V) HAND BRAKES 

These must be given an actual test as they pass over repair tracks, to 
see that they are operating properly. 

Sub-para. (VI) COUPLER HEIGHTS 

Correct coupler height of 31 minimum and 34maximum, above 
rail to center of face of knuckle, must be maintained at all times. This 
should not be obtained by shimming between carrier iron and coupler shank, 
when car is on repair track, but is to be obtained by shimming up truck 
springs if practicable, or else center plates and side bearings. If neither 
course can be followed, then adjust by shimming between arch bars and 
journal box on arch bar trucks. Where shims on carrier irons have been 
applied they should be removed, and car adjusted as described. 

Sub-para. (VII) TRUCKSIDES AND TRUCK FRAMES 

Derailments and other classes of road failures, often cause trucks to go 
into service temporarily with arch bars and frames bent laterally in the 





192 


center; this is not only dangerous, but a regrettable practice. Inspectors 
are cautioned to watch closely for such defects and not permit cars to 
remain in service when in this condition, and repair tracks must positively 
prevent cars leaving until rectified. Arch bars must not be welded. 

Cast steel truckside frames are not considered safe for service when 
found cracked. Such frames should be repaired by welding with oxy- 
acetylene or with electric'welding apparatus, or they should be replaced 
with new ones. (Arch bars positively must not be welded.) 

The fact that so many cast steel side frames and cast steel bolsters are 
failing in the tension (lower length of the truss) members, is conclusive 
evidence of weakness in design and the welding of the fractures will not 
add to the strength, but is likely to introduce a condition of further weak¬ 
ness by improper workmanship and change in the structure of the metal. 
It is, therefore, necessary to confine acetylene or electric welding within 
specified limits on structures subject to alienating stresses, as experienced 
in truck side frames and bolsters. 

(See Standard Practices for details of welding.) 

Truck bolsters and spring beams should be carefully inspected to see 
that they are secured to place properly and are not cracked or broken, 
making them unsafe for service. 

Sub-para. (VIII) TRUCKS AND BRAKE RIGGING 

Investigations carried on from time to time have developed that upon 
the removal of the brake hangers and pins from a number of cars they were 
found to be about half worn through. It is apparent that these parts have 
been in service for a long time and that they are very rarely, if ever, 
inspected excepting when brake beams or hangers fail. It is a paying 
investment, whenever cars reach repair tracks, to have all the brake hanger 
pins and bolts removed for inspection and renewal when found necessary. 

With this end in view a system should be inaugurated at all stations 
whereby cars reaching repair tracks will have the trucks carefully looked 
over and the renewals made of any parts showing undue wear, and par¬ 
ticular attention should be given to the column and oil box bolts and nuts • 
in fact, it should be our purpose not to allow any car to leave a repair 
track without the trucks receiving a thorough going over and being put in 
good repair. 

For system cars, the various types of standard brake hangers and safety 
hangers are covered by drawing 20730-B and also our standard brake beams 
furnished are equipped with three openings, namely, for the pot hook 
hanger, for the intermediate stirrup type hanger and for the center sus¬ 
pension hanger, with the thought that the brake hanger can be changed in 
case the pot hook eye is worn, thus avoiding the necessity of havfng to 
change the entire brake beam. 

Sub-para. (IX) COUPLER DEFECTS 

Cars must leave repair tracks with couplers in other than first class 
condition, but this can only be accomplished by knowing the prevalent 
defects in the different types of couplers and how to detect them. 


193 


The following information will be very valuable to Foremen and in¬ 
spectors : 

Type D Coupler: Lock lift bent or twisted. 

Sharon Coupler: Lock block broken. (Discovered by tit missing on 
left side or tit not moving when lever is raised.) Coupler head crushed. 
(Prevents raising top plugs.) 

Major Coupler Top Lift: Uncoupling chain kinked in coupler head. 
(Prevented by applying cotter or split washer.) Lock-block broken or badly 
worn. (Discovered by cutting cars and examining interior of coupler. 

Major Coupler, Undershot: Lock-block broken or badly worn. (See 
explanation for top lift Major.) Bent bell crank. (Causes lift arm to 
miss slot in bottom of coupler. The same effect is sometimes caused by 
bell crank being fastened on with too small a bolt, allowing too much 
side play.) 

Pitt Freight Coupler: Broken lock-block. (Discovered by round tit 
missing from bottom of lock-block.) Lock-block key missing. (Discovered 
by key missing. Detected by outside inspection. The absence of this key 
also causes trigger to lose out of coupler.) Lock-block pulls out. (Caused 
by above defects or by catch or lug being broken off left side of lock- 
block. ) 

Latrohe Coupler: Bent lock-block. (Discovered by offset or bend at 
bottom of lock-block pointing differently than parallel with rails.) Broken 
lock-block. (Discovered by absence of offset or bend at bottom of lock- 
block.) (Both of the above defects are easily detected by outside inspection 
and either will allow lock-block to pull through head of coupler.) Worn 
coupler head. (Hole in bottom wall of coupler sometimes gets worn suffic¬ 
iently to allow even a new lock-block to pull out through top of coupler 
and can only be detected by cutting car and making careful examination.) 
Coupler out of contour. (Usually caused by elongated pin holes.) 

Simplex: Lock-block broken. (Tit or lugs on rear end of lock-block 
gets broken off allowing block to work forward so that it cannot be raised. 
This is usually indicated by inability to raise the lock lift to its usual 
height when slack is shoved in, but this test is not infallible as much the 
same result is found when lock lift is bent or twisted. To be absolutely 
sure, it is necessary to separate cars so that the lock-block can be taken out.) 
Lock lift bent or "twisted. (This defect is difficult to find without cutting 
cars but can sometimes be found by feeling with uncoupling lever. In 
testing for this defect push in on knuckle and raise lever. If bent or twisted 
sufficiently the bottom of lock lift will come forward in front of tail of 
knuckle, causing inoperative lock-block.) 

Climax “A” or High Horn: (This is the old high horn with narrow 
lock-block.) Inoperative lock-block. (Caused by ribs or “Kidneys” in 
side wall of coupler becoming worn sufficiently so that tail of knuckle goes 
back far enough to allow lock-block to pull up in front of^ tail of knuckle 
and when this condition obtains you invariably have an inoperative coupler. 


194 


Cannot be detected by casual outside inspection. To test coupler for this 
defect, push in on knuckle and raise uncoupling lever.) Uncoupling chain 
kinked in head of coupler. (Prevented same as in Major top lift or Tower 
top lift, by cotter or split washer.) Coupler out of contour. (Usually 
caused bv elongated pin holes.) The proper lock-block for this coupler 
is the “A” block, which is the high, narrow block, and is 2%" wide at toe. 
(None other can be used without altering.) 

Climax High Horn “B” : (This is the high horn with high, wide, lock- 
block.) (Defect peculiar to the “A” Type are also found in this coupler 
and can be found in the same way as described above.) The proper lock- 
block for this head is the high, wide lock-block which is 3%" wide at the 
toe and is known as the “B” block. Both the “A” and “B” blocks are 7%" 
high and are 1-13/16" higher than the “C” block for the low head. 

Climax “C” or Low Head: Uncoupling chain kinked in coupler head. 
(See above for remedy.) Inoperative coupler. (This is usually caused 
by using the “A” block in this head and results in the lock-block lifting 
up in front of the tail of the knuckle, rendering the coupler inoperative 
When this block is used the lock to the lock or knuckle throw is not obtained 
as the top of the high lock strikes the upper wall of the head before the 
fulcrum shoulder comes in contact with the fulcrum point in the chamber 
of the coupler head. This defect can usually be detected by noticing that 
the top of the lock lift is sticking unusually far upward out of coupler head 
or by feeling the bottom of the lock with the fingers, but can absolutely 
be detected by-testing as described for the “A” head, viz.: by pushing in 
on knuckle and raising lever. The proper lock for this coupler is the “C” 
lock which is 3%" wide at the toe and 5-15/16" high from bottom of toe 
to center of hole for fastening lock lift. The inside walls of this coupler 
sometimes become worn the same as the high heads do and produce the 
same results and can be found as described above.) All Climax couplers 
are prone to have elongated knuckle pin holes. 

Tower Coupler: Uncoupling chain kinked in coupler head. (Detected 
by testing with lever. For remedy see Top Lift Major and Climax.) Broken 
lock-block. (Detected same as in a Sharon Coupler.) Tower couplers have 
many worn contours caused by worn coupler head, worn knuckles, worn 
lock-block, or elongated knuckle pin holes or a combination of these four 
defects. (Sharon coupler is an improved Tower.) 

Gould Coupler: Broken lock-blocks. (Discovered by lifting levers.) 

Lion Coupler: Very complicated. Defects not easily discovered by 
casual outside inspection, and coupler must usually be taken apart to find 
defects. 

Chicago Coupler: Lock-block disconnected from lock lift. (This is 
an internal defect and often allows lock-block to work ahead so that it 
cannot be raised. It can usually be detected by trying the lever, when the 
lock lift will pull out through top of coupler head.) 

Janney, Old: Cotter key missing from bottom of lock-block, allowing 
block to pull out. 


195 


Janney X: Must be examined internally for defects, which are not 
readily discovered by outside inspection. 

R. E. Janney: This coupler is made in two types, the heavier lock- 
block being the improved type. Both locks bend and will not straighten 
without breaking. When the smaller one is used in the head designed for 
the larger type it will sometimes pull through the top of coupler head. Be 
particular that the proper block is used in making repairs. 

Munton and Melrose: These couplers are very similar and the top of 
their lock-blocks are similar to the top of the Latrobe lock-block, both being 
in two parts. A bolt or key sticks through the back of the head and if 
missing, badly worn or too small allows the lock-block to pull out of the top 
of the coupler head. 

Monarch: Trigger worn, bent, broken or missing. Lock-block worn, 
bent or broken. (Either of these defects usually allow lock-block to pull 
out of top of coupler head. Try levers to discover these defects.) 

Penn Coupler: Practically all defects peculiar to this coupler are dis¬ 
coverable by internal examination only. 

Broken lock-blocks predominate in the following couplers: Pitt, Latrobe, 
R. E. Janney and Sharon. Bent lock-blocks, allowing lock mechanism to 
work out, predominate on the following couplers: Latrobe and R. E. Janney. 

Special note on Climcuc Couplers: The original Climax Coupler was 
the “A” coupler—or commonly known as the High Horn Climax. This 
coupler used the high, narrow lock-block which is 2%" wide at the toe of 
the block. After this coupler had been in service for some time it was 
found that the lock-block was so narrow that when the ribs in the back 
wall of the coupler were away it would alldw the knuckle to go far enough 
back so that when the lever was raised the toe of the lock-block would come 
up in front of the tail of the knuckle, thus rendering the coupler inoperative. 

In order to overcome this fault a new coupler was designed. This was 
also a high head coupler and known as the “B” Climax and in this coupler 
a lock-block 3%" wide at the toe was used. 

Sometime later, on account of difficulty experienced in applying these 
couplers to a certain type of flat cars on the Harriman Lines, another new 
type was designed. This was a low head coupler and was known as the 
“C” Climax. This coupler also had the toe of the lock-block 3%" wide 
but was 1-13/16" shorter from the toe of the lock-block to the center of 
the eye for fastening the lock-lift. 

These three blocks are of similar design, the difference being in the 
size—the “A” block being 2%" wide at the toe and from toe to center 
of eye; the “B” block being 3%" wide at the toe and from toe to 

center of eye, while the “C” block is 3wide at the toe but only 5-15/16" 
from toe to center of eye. 

It will be thus seen that it is impossible to use either the “B” or the 
“C” block in the “A” coupler without grinding off the extra width of the 


toe. It is, however, possible to use either an “A” or a “B” block in the 
“C” coupler as the “C” coupler is nothing more than the “B” coupler 
with the head cut down to its present height. 

Then either the “A” or “B” block is used in the “C” coupler we get 
practically perfect lock condition and a practically perfect Lock Set con¬ 
dition. They should not be used, however, as we do not get the lock-to- 
the-lock nor do we get the knuckle throw for the reason that the top of 
the high lock strikes the upper wall of the coupler before the fulcrum 
shoulder comes in contact with the fulcrum point in the chamber of the 
bar. But the most important reason why the “A” lock should not be used 
in the “C” coupler is that in doing so, when the lever is raised the toe 
of the lock-block is pulled up in front of the tail of the knuckle, thus 
rendering the coupler inoperative, which defect the “B” and “C” couplers 
were designed to correct. It has been found, however, in some of the “B” 
and “C” couplers that they, too, sometimes become worn as did the old 
“A” type so that the knuckle will sometimes go far enough back to allow 
the toe of the lock-block to be pulled up in front of the tail of the knuckle. 
Care in testing these couplers with the knuckle pushed in as far as it will 
go will disclose this defect. 

For high head Climax couplers, if the hole in the bottom of the coupler 
through which the toe of the lock-block drops is only 2%" wide, the “A” 
lock-block should be used, while if the hole is 314 " wide the “B” lock-block 
should be used. In all the low head Climax couplers this hole should be 
3i/ 4 " wide and only the “C” lock-block should be used. 

In inspecting couplers or uncoupling mechanism it is of the utmost 
importance that all levers be tried. In doing so it will be found necessary 
to cut but few cars, but if in doubt as to whether or not a coupler is 
working properly never hesitate to cut a car. 

To test a coupler when the car is not coupled to another car, always 
push in on the knuckle before attempting to operate uncoupling lever. 

If parts are badly worn, or for other causes, are not working properly, 
it is better to renew them than to subject some employee to the risk of 
getting hurt or to subject the Company to a fine. Don’t be “penny wise 
and pound foolish.” 

Cotter keys are not to be applied to knuckle pins of couplers on cars 
other than hopper and fixed end gondola. 

In fitting up couplers in freight equipment cars it should be arranged 
to have one and one-quarter inches clearance each side, that is, between 
outside face of shank and inside face of draft sill, also clearance between 
top of shank and under side of opening in end sill to be % of an inch. 

Sub-para. (X) COUPLER YOKES 

Coupler yokes are to be gibbed wherever possible to neatly fit the end 
of the draw bar butt and thus relieve the rivets of as much shearing strain 
as possible. 


197 


Sub-para. (XI) COUPLER CARRIER IRONS 

All coupler carrier irons must be held in place by at least four bolts 
if placed vertically and one bolt through necessary casting if placed 
horizontally, all securely fastened in place. On wooden draft timber system 
cars, coupler carriers are to be gibbed or turned up on the ends to avoid 
draft sills splitting or breaking away. 

Sub-para, (XII) KEY WAYS IN DRAFT TIMBERS AND 

WOODEN CENTER SILLS 

When applying new center sills, one keyway only must be cut in sill, 
omitting keyway nearest to end sill. When applying new draft timbers, one 
keyway only must be cut in timber; the key way in center sill corresponding 
to the key way omitted in draft timber and should be filled with a piece of 
wood nailed in place. 

Sub-para. (XIII) TESTING OF TANK CARS AND 

THEIR SAFETY VALVES 

Transportation requirements prescribe that “a tank which does not meet 
the required tests shall be withdrawn from transportation service.” The 
A. R. A. has prescribed standard method and periods for tests, and the 
Interstate Commerce Commission has framed certain rules for the safe 
handling of these cars and their contents, which information is published 
for guidance. 

Cars are divided into five classes, known as Class I to Class V, and the 
period of test for each class as prescribed by A. R. A. specifications is as 
follows: 

Class I. Tanks shall be tested at intervals of not over five years, and 
any tank damaged to the extent of requiring patching or renewal of one 
or more sheets, or extensive reriveting or recalking of seams, shall be re¬ 
tested before being returned to service. 

[Note: Above provision is suspended for cars due for test prior to January 
1st, 1923, except when such cars are shopped for repairs. New cars or cars 
damaged requiring patching, etc., are not exempted from test] 

Class II and III. Tanks shall be tested before being put into service, 
again at the expiration of ten years, and after that at intervals of not over 
five years; with the exception that where tanks are used for the transporta¬ 
tion of such corrosive products that deterioration is to be expected in a 
shorter time, the first test period for such tanks shall be reduced to five 
years. Tanks requiring this five-year test shall be those used for the trans¬ 
portation of chemicals, such as acids, ammonia, liquors, etc., and such other 
products as may hereafter be specified, and any tank damaged to the extent 
of requiring patching or renewal of one or more sheets, or extensive riveting 
or recalking of seams, shall be retested before being returned to service. 

[Note: hbove provision is suspended for cars due for test prior to January 
1st, 1923, except when such cars are shopped for repairs. New cars or cars 
damaged requiring patching, etc., are not exempted from test.] 

Class IV. Tanks shall be tested before being put into service, and after 
that at intervals of not over five years, and any tank damaged to the extent 


198 


of requiring patching or removal of one or more sheets, or extensive riveting 
or reoalking of seams, shall be retested before being returned to service. 

[Note: Above provision is suspended for cars due for test prior to January 
1st, 1923, except when such cars are shopped for repairs. New cars or cars 
damaged requiring patching, etc., are not exempted from test.] 

Class V. Tanks shall be tested before being put into service, and after 
that at intervals of not over two years, and any tank damaged to the extent 
of requiring patching or renewal of one or more sheets, shall be retested 
before being returned to service. 

The pressures and method of test of tanks shall be as follows: 

Classes I and II (Either 40 or GO lbs. per sq. inch), Class III (60 lbs. 
per sq. inch), Class IV (75 lbs. per sq! inch) will be tested by completely 
tilling the tank with water, or other approved liquid safe to use, of a 
temperature which shall not exceed 70 degrees F. during the test, and 
applying the pressure in any suitable manner. The tank shall hold the 
prescribed pressure for not less than ten minutes without leak or evidence 
of distress after the tank has been calked tight. 

[Note: Above provision is suspended for cars due for test prior to January 
1st, 1923, except when such cars are shopped for repairs. New cars or cars 
damaged requiring patching, etc., are not exempted from test.] 

Class V will be tested as for other classes, at a pressure of 300 lbs. per 
square inch, and the tank shall hold the prescribed pressure for not less 
than thirty minutes without any leak whatever. Calking to stop leaks 
developed during the test will not be permitted. 

When tanks are tested, the date, pressure to which tested, place where 
test was made, and by whom, shall be stencilled on the tank in accordance 
with the Master Car Builders’ Standard Marking for Freight Cars. 

The test for Safety Valves will be made as follows: 

Classes I* II, III, and IV shall be tested at intervals of not over two 
years, and on new cars before placing in service. The test may be made 
without the removal of the valve from the car, providing the valve unseats 
at a total pressure corresponding with the area of the seat multiplied by the 
required pressure. 

Class V shall be tested as above, at intervals of not over six months. 

When valves are tested, the date, pressure to which tested, place where 
test was made, and by whom, shall be stencilled on the tank in accordance 
with the Master Car Builders’ Standard Marking for Freight Cars. 

The pressure to which the valves shall be set are as follows: 

Classes I and II. Products with flash point below 20 degrees F., valves 
shall be set at 25 pounds. Products with flash point 20 degrees at 150 
degrees F., valves may be set to 12 pounds. 

Class III. Valves shall be set at 25 pounds. 

Class IV. Valves shall be set at 25 pounds. 


199 


Class V. Valves shall be set at 200 pounds. 

The Interstate Commerce Commission rulings for the handling of tank 
cars are as follows: 

Tests of all tank cars and their safety valves, as made in compliance 
with Master Car Builders’ rules, must be certified by the party making the 
tests to the owner of the tank car and to the Chief Inspector, Bureau of 
Explosives; and this certification must show the initials and number of 
the tank car, the service for which it is suitable, the date of test, place of 
test and by whom made. 

After May 1, 1915, a tank car must be used for shipping inflammable 
liquids with flash point lower than 20 degrees F., unless it has been tested 
with cold water of 60 pounds per square inch and stencilled as required by 
Master Car Builders’ rules.** 

All Foremen are to be in possession of a copy of Standard Specifications 
for Tank Cars, which may be obtained upon application to the Master Car 
Builder’s office. The more important interchange points have been equipped 
with apparatus for making the prescribed tests. Certification of Test must 
be made by the party making the test, to the owner of the tank car and to 
the Chief Inspector, Bureau of Explosives. This will be done on Form 
B. E. Form 17-A, three copies of which are to be filled in, one going direct 
to the Bureau of Explosives, the second attached to Billing Repair Card, 
and the third kept on file. 

Sub-Para, (XIV) ROAD WORK 

It is not proper to send men out on the road to repair cars with 
broken train lines, defective air brake equipment, framing or truck 
members, if it is at all possible to get the car safely to some repair 
station by hauling it behind the caboose, care being exercised, of course, 
to see that loaded cars are not delayed unnecessarily and backhauled 
too greatly in case there are no means available for turning the car. 
When cars are set out by trainmen they should be placed conveniently so 
that the carman can get off a passenger train and go to work without having 
to drag his tools and material half a mile or more to attend a car which 
could just as easily have been set out on the stock track near the station 
in place of some interchange track inconveniently located. 

Men doing road work who cannot get into their home station without 
making unavoidable overtime, due to lack of convenient train service, must 
take it upon themselves to go over any cars which are located adjacent or 
within easy reach of the car which they repaired, giving them such necessary 
attention as to fit them up for service, besides making every adequate repair 


**Note. For casing head gasoline, blended or unblended with other products, 
and with vapor tension not exceeding 10 pounds, tank cars, 60-pound test class, 
must have safety valves set to operate at 25 pounds per square inch, and provided 
with “fool proof'’ dome covers. 

For all other liquids with flash points lower than 20 degrees F., safety valves 
must be set to operate at 25 pounds and “fool proof” dome covers must be provided. 



200 


within their power to the car which they were sent out to take care of. 
Good judgment is necessary and roadmen should be checked up to see how 
many work cars they deliver showing actual repairs made, and they should 
interest themselves to carry sufficient cotter keys, nuts, small bolts and other 
items with them so as to provide for any eventuality. In any case, they 
can take care of the packing on a number of cars without additional material, 
all of which should be properly reported. All supervisors should interest 
themselves to the extent of seeing that this matter is followed up from day 
to day. (A proportion of the expense is chargeable to transportation ac¬ 
count, namely, that spent in the attention given oiling and packing of 
boxes, closing side doors, classifying cars for various loading, etc. Of course, 
the time actually spent repairing the equipment is chargeable to car repairs.) 

Sub-para. (XV) DRAFT TIMBERS 

Draft timbers must not be spliced. 

Sub-para. (XVI) ROOFS 

Roofs of cars on repair tracks must be inspected and if inside metal 
roofs or double board plastic roofs have outside boards loose, the loose 
nails must be drawn and boards renailed with two nails, staggered in each 
board at each purline, side plate and ridge pole. In renailing care must 
be taken to use proper sized nails, so that metal roofing will not be punctured, 
correct size being 2 1 / 4 // No. 2 barbed wire. 

All nail holes left open after renailing are to be carefully and properly 
filled with “Sarco,” “Bako” solder or other suitable ingredient to prevent 
leakage. 

Where bolts are employed to hold roof structures or roofing in place, 
all bolts are to be tightened up through ridge pole, car-lines, running board 
brackets, etc., and have nut locks or lock nuts applied to prevent structure 
from again becoming loose. Where suitable means are not available for 
holding the nuts in place, either through lack of material or nature of 
repairs, cut the threads of bolt with chisel to prevent nuts coming off. 

Wooden running board saddles must be secured to ridge pole by two 
4 y 2 f/ No. 18 screws and at the ends by two 4%" No. 18 screws. 

Running boards, when loose, must be secured in place by 2 V 2 " No. 16 
screws, two per board at each saddle. 

All roof handholds must be tested by hand or with bar to make quite 
certain they are securely fastened. An insecure handhold unless corrected 
will most likely result in injury to an employee. 

Sub-para. (XVII) TRUSS RODS 

Truss rods must be tight in order to properly perform their allotted 
function of carrying the load. As cars go over tracks they must be properly 
tightened, and car drawn up to proper camber (1%" in center). Turn- 
buckles should be properly secured from turning, truss rod saddles, struts 
and needle beams should be thoroughly held in place and function properly 
at all times. 


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201 


Saddles are to be properly located, and truss rod nuts on end sill to 
have full bearing and full thread, engaging entire length of nut or turn- 
buckle. 

Sub-para. (XVIII) AIR BRAKES 

Air brakes will be handled in accordance with rules governing, but the 
exhaust ports of all retainers are to be examined to see that they are clean, 
as their being blocked up is a frequent cause of trouble in train operation. 

Sub-para. (XIX) COOPERING CARS FOR GRAIN 

During the heavy grain movement period it becomes necessary to utilize 
every possible car for hauling grain. Many cars are ordinarily unfit for 
grain loading, but by lining with Kennedy paper or patching with tin (old 
roofing) can be utilized in this service. In carrying out this work good 
judgment should be used, as otherwise heavy claims will result. Coopered 
cars must as far as possible be used for short hauls, and these remarks 
should be read in conjunction with grain car requirements (Section 1, 
para. 2, sub-para. II). 

Sub-para. (XX) PAINTING 

The preservation of freight car equipment of railroads will be main¬ 
tained by necessary repainting. When paint on freight equipment cars 
has become perished to the extent of permitting the steel to rust and 
deteriorate, or the wood to become exposed to the weather, they should be 
repainted. The car body (including roof) should be entirely repainted 
if for any reason it is found necessary to repaint one-third or more of 
the car. Before applying paint to steel, it should be scraped so as to clean 
off all blisters and loose paint including removal of protruding nails and 
tacks. 

When repainting freight equipment cars, two coats will be applied to all 
new parts, and old parts of body which have been reworked causing removal 
of paint. One coat will be applied to parts where old paint is in good 
condition. Should the old paint be found in such condition requiring two 
coats, they may be applied. (See Standard Practices for details of painting 
various types of equipment.) 

Detention of equipment from service for painting should be avoided, 
when possible. A great deal of this work can be done to open cars in 
transportation yards when under load in storage. 

Note. To enable readers to more readily follow the preceding instructions 
in regard to the repair of freight cars, a print of a box car, showing names of 
various parts, is shown below. 



202 


Para. 5 PASSENGER CAR REPAIRS (SYSTEM) 

Sub-para. (I) SHOPPING SCHEDULE 

Passenger cars are sent to the shops periodically for overhaul and repair. 
The times between shoppings are shown in the following table: 

Due for Shopping every 14 months 

Steel Coaches 

Steel Diners 

Steel Tourist Cars 

Steel Parlor Cars 

Steel Sleeper Cars 

Steel Sleeper Compartment Cars 

Steel Cafe Observation Cars 

Steel Underframe Buffet—Library—Barber—Observation Cars 

Due for Shopping every 17 months 
Steel Underframe Coaches 
Wood Coaches, Class A 
Steel Express Cars 
Steel Underframe Express Cars 
Steel Mail Cars 
Steel Mail and Express Cars 
Steel Underframe Mail and Express Cars 
Steel Passenger and Express 
Steel Motor Cars 
Steel Underframe Tourists 
Steel Underframe Sleepers 
Wood Sleepers, Class A 
Steel Underframe Observation Sleepers 

Due for Shopping every 20 months 
Wood Chair Coaches 
Wood Coaches (other than class A) 

Wood Express 

Steel Underframe Refrigerator Express 

Wood Mail and Express Cars 

Wood Passenger and Express 

Wood Diners 

Wood Tourist Cars 

Steel Official Cars 

Steel Underframe Official Cars 

Wood Parlor 

Wood Cafe-Observation Cars 

Wood Sleepers Class B 

Wood Sleeper Compartment Cars 

• 

Upon arrival at shops cars will be thoroughly inspected, and work 
necessary classified. 

Between shopping, cars will be kept in repair in Coach Yards, and in 
this regard much can be done by touching up with paint and varnish window 
sashes, scratched areas and parts becoming exposed to weather conditions 
on account of absence of paint or varnish. (See para. 13 of Section I.) 

Sub-para. (H) CLASSIFICATION OF WORK 

There are four classes of repairs to Passenger equipment, known as 
Running, Light, Medium and Heavy Repairs. 

Running Repairs. These repairs consist of only minor repairs such as 


203 


light repairs to platforms, draft rigging, trucks or other incidental replace¬ 
ment of material that might be missing. 

The car while in shop must be put in a clean sanitary condition. The 
outside to be washed, windows cleaned, trucks and platforms washed and 
roof painted. 

Inside head linings sponged or wiped dry—upper deck and side walls 
sponged or wiped, lamps cleaned, floor flushed, all dirt behind steam pipes, 
coal boxes and stoves removed. Cushions and seat backs dusted and where 
necessary the floor and steam pipes to be painted. Toilets and hoppers 
renovated and any other work necessary to put the car in good condition 
for immediate service. 

Light Repairs. These repairs consist of such necessary repairs as is 
not covered in running repairs and where a car is not held for general 
overhauling, such as heavy repairs to platforms, draft riggings, trucks, etc. 

The car should have the same attention as to cleaning and sanitary 
condition as is given when receiving running repairs. Special attention 
being given to painting of floors, steam pipes, varnishing of arm rests and 
window sills. Painting of trucks, platforms, blackening of irons and hand 
rails and particularly to the roof and touching up of body if same is bruised 
or scratched. 

Medium Repairs. These repairs consist of the partial stripping of a 
car when it comes to shop for repainting. Outside sash not to be removed 
except where damaged or in need of repairs that cannot be made while in 
the car. Inside sash to be removed where cars are equipped with double 
sash. Swing sash to be left in frame. End doors, smoking and toilet doors 
not to be removed unless necessary. Outside recolored or revarnished as 
needed. Inside all bruised woodwork scraped and refinished. Balance of 
car to be finished in part and oil rubbed. Head lining repainted if necessary, 
and finished with a gloss varnish. Floors and steam pipes painted and 
all other necessary work done. Vestibule refinished. Platforms—trucks— 
irons under car—hand rails—roof and draft riggings overhauled and 
painted. 

Heavy Repair's. These repairs consist of the complete overhauling of 
the car. Car to be entirely stripped of all movable fixtures. Outside body 
of car—paint to be burnt off, if car is of wooden construction and sand¬ 
blasted if of steel and car primed, puttied, colored and varnished. The 
whole interior of car to be renovated, revarnished and oil rubbed. Head 
lining properly finished. Floor steam pipes and all other interior work to 
be given first class attention. 

Vestibules refinished. Platforms, trucks, irons under car, roof and 
draft riggings overhauled and painted. Particular attention given to roof, 
especially on steel cars. 

Sub-para. (Ill) DETAILS OF PASSENGER CAR 

REPAIRS 

Cars are handled for heavy repairs at Milwaukee shops only, and 


204 


instructions as to details are unnecessary herein. Points carrying out 
light passenger car repairs will communicate with Master Car Builder 
concerning practices, procedure, or any point about which they are in 
doubt. Rules governing wheels, axles, air brakes and safety appliances 
will be complied with. The correct blocking of elliptic springs will be 
adopted. During the war certain materials were not obtainable in sufficient 
quantities, resulting in many wrong sized leaves being substituted in elliptic 
springs. Wrong springs were often applied to cars. These practices are 
to be corrected as cars go through shops. 

■ 

In handling G. E. Train Lighting turbines, 3,600 and 4,500 R. P. M., 
it must be borne in mind that split thrust washers are not to be used. The 
use of them results in failures by burning out the center bearing and 
damaging the bucket wheel and nozzles. Thrust washers are made of steel 
and bronze. They are placed at either end of the main bearing to center 
the bucket wheel of turbine. These washers are of such importance that 
a failure of one will put the equipment out of use. It also requires the 
dismantling of the turbine to replace one of these “thrust washers.” So 
keep them in stock and do not attempt to make, as the proper material to 
make them in our shops is not carried in stock. 

Increased-size equalizers are to be applied to cars enumerated in M. E. 
Circular Letter 1001, dated June 3rd, 1921. Blue Print of Standard 
Equalizer accompanied the circular letter in question. 

The Post Office Department has authorized the use of a malleable staple, 
item D, pattern number 6313 as shown on drawing 15746-C issued with 
M. E. Circular Letter 1068. Whenever mail or express cars are held for 
general repairs or new staple have to be applied pattern number 6313 will 
be used instead of the present forged staple. 

Sub-para. (IV) STORING OF CARS OR CAR PARTS 

With the approach of winter a number of sleepers, diners, etc., are stored. 
Before these cars are placed in storage foremen must make certain that the 
heating and water systems are blown out to prevent freezing and bursting. 

Storm sashes are to be removed from passenger cars at their regular 
terminals between March 15th and April 1st when weather will allow, and 
shipped as follows: Eastern Lines to Western Avenue, Chicago, and Western 
Lines to Tacoma. 

Screws removed from storm sash should be securely packed and marked, 
and must be kept with the sash to which they belong. 

When quantities of sash are shipped short distances, they must be piled 
in cars on their edges with glass lengthwise of car and strips nailed securing 
them so as to prevent breakages. When sash cannot be shipped safely in 
this way, without liability of breakage, it should be securely crated. 

Storm sashes must be repaired at points where they are stored; repairs 
to be completed not later than September 1st. 

Places forwarding sashes will advise receiving points, giving car number 


205 


or name from which sashes were removed, date shipped, and how forwarded. 
Duplicate copy of advice to be sent to the Master Car Builder. 

On September 1st terminals will write Tacoma or Chicago, as the case 
may be, giving names or numbers of cars for which sashes are required. 
Copy of such letters to be sent to the Master Car Builder. 

After forwarding all sashes applied for, Tacoma and Chicago will, as 
soon after September 1st as practicable, ^end a list of all storm sashes on 
hand to the Master Car Builder, who will take up with the Superintendent 
of Transportation to locate cars concerned, and advise disposition of re¬ 
maining sashes. 

Screens and Deflectors should not be removed from cars, but when not 
in use stored on the cars to which they belong. When making the monthly 
inspection of sleepers described in Section I, para. 13 (Inspection and 
Repair of Passenger Cars in Coach Yards) foremen will at the same time 
check the screens and deflectors, and when any shortage is found the matter 
will be reported by letter, and at the same time requisition made for re¬ 
placement. 

Cars going through shops are to be carefully inspected before release, 
to see that the full complement of screens and deflectors is in the car. 

Note. To enable readers to more readily follow the preceding instructions 
regarding Passenger Car Repairs, a print of a passenger car, showing its various 
parts, is shown herein. 

Para. 6 PREVENTION OF ACCIDENTS 

It will be the duty of Car Foremen to take all precautions to guard 
against the injury of employees. 

Much space could be devoted to outlining directions in which action 
should be taken, but the ground has already been fully covered, and all 
repair points have information as to what is necessary and Safety First 
Committees have been appointed all over the railroad. It is more a matter 
of seeing that instructions are carried out, and this is the first duty of 
every supervisor. 

In the past our road has filed more small claims for injured persons 
than any railroad in the country. As soon as an injured employee is fit 
to resume work he is to be allowed to return, without waiting to procure a 
release from the Adjustor GeneraFs Department. If the man demands 
compensation for time lost by reason of the injury, the Foreman will give 
him a certificate showing days lost account of injury, and rate per day, and 
send him to the local representative of the Claim Adjuster. When less 
than a week is lost, claims must be strongly discouraged, other than under 
unusual circumstances. 

First Aid Kits are to be properly maintained at all points at all times, 
and traveling representatives of this department will check this up on every 
occasion a place is visited. 



206 


Men working around machinery are not to wear gloves. Periodically 
a man is badly injured or killed on account of neglecting to follow this rule, 
and there is an outcry. Foremen will take strong action and insist on men 
exercising the necessary care, and not await an accident to demonstrate the 
wisdom of the rule. 

In this connection all men should be warned not to throw pieces of 
iron, wood, tin cans, or any other article into other than specially designated 
cars. Apart from the damage resulting to stokers account these articles 
getting into coal, there is the liability of accident resulting in injury to 
firemen or engineers. 







Ch/cpgo M/lwpJkee & St RaJl Railroad 
PASSENGER CAR CHAPT. 



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46 Body Srpce 

147 PPM El F?P/L 


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152 S/ll rnd 7&RTE Bod 

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156 A - 7 R/N CPRL/NE 

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158 DECKSPSH 

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165 SslE SPFETY / 3 &PR/NG 

166 /3RCK FPOE BLRTS 

167 BnLE 


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201 " CWR//Y 

204 S/ESTJ/ 3 /JlE l BMP 

205 VESTIBULE 

2 cl Vestibule doors 

207 CURTpnY 

208 VESTU 3 ULE PPC& PiprE 
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234 Ratform RR/L/nG Posy- 
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236 DOOR l/NTEl 

237 cllppstor> Post 

238 STo v £ p/PE CAP 

239 SToVa P/pb 

240 Axis -ToURiVaL 

14 1 Journal Boy Cover Sol T 
242 Rn'UckL a R/rV 
Z 43 VEST// 3 UIE bJffer pIpte. 
































































































































































































































































































































































































































































































































































































































. 




















* 









207 


Section III 

MATERIALS 

Para. 1 GENERAL REVIEW 

To the Car Foreman the material situation must at times appear most 
confusing. The purchasing of millions of dollars worth of material annu¬ 
ally, in the form of innumerable articles ever changing in character and 
fluctuating in prices, is attended with many difficulties not apparent to those 
outside of the immediate circle of responsibility. 

It is realized that losses result from not providing material, but the 
problem is to keep expenditures for requirements within certain defined 
limits. This often cramps and hampers our operations, but this is taken 
into consideration when fixing the amount to be spent on Stores. Our 
efforts must be utilized to combat this disadvantage. 

There are two methods which can be employed to this end, viz: Co-opera¬ 
tion and Standardization. 

Para. 2 CO-OPERATION WITH STORE DEPARTMENT 

Sub-Para. (I) NECESSITY 

To successfully handle the undertaking of repairing or building cars, 
three things are required—men, material, and facilities. Two of these 
factors are within our control, but the third is not, but it is quite essential 
to our operations, and the necessity for co-operation with the department 
controlling fhe supply of materials is therefore very great. 

While it is true that the quantities of materials to be purchased in given 
periods are often limited, and difficulty in obtaining supplies will be en¬ 
countered, this does not mean that it can be accepted as a reason for not 
meeting demands made upon us for cars. The responsibility for producing 
equipment to handle the business offering is ours, and regardless of obstacles 
we must find means of keeping cars in service. With this in view local 
storekeepers should be shown in a practical manner on the spot what is 
involved, so they may present the case in its proper light to their own 
department. 

Sub-para. (II) METHOD 

Storekeepers at all points should know what Car Department is doing, 
and the Car Foreman must know how his material requirements are being 
taken care of. To permit this state of affairs to pertain—and until it does no 
point can hope to operate successfully—the Car Foreman should have 
regular sessions with the Storekeeper, and when practicable Repair Tracks 
should be gone over together, so that the work on hand may be discussed, 
and future plans, especially those involving increased or decreased output, 
changes of material requirements, etc., made known. 

At least once a week the Car Foreman should go over the stocks of 
material on hand with the Storekeeper, and where it is observed any items 
are getting low it must be ascertained what the position is—whether enroute, 


208 


or when ordered, and the matter then followed up until the situation is 
eased. 

Care must be exercised to see that orders are not placed by the Store¬ 
keeper on the basis of numbers used as shown by books, resulting in articles 
being ordered in excess of quantities required. The book records are for 
guidance only, and the Car Foreman should look over all regular requisi¬ 
tions before they are sent in, to guard against the possibility of excess 
quantities being ordered. Excess quantities form as great an evil as 
shortages, as an overstock at one point means either a shortage of the same 
article at another, or the inability of Store Department to furnish other 
necessary items on account of amount of money allowed them being used 
in purchasing these excesses. 

Para. 3. STANDARDIZATION 

Sub-para. (I) ITS MEANING 

Standardization of Material means minimizing quantities to be carried 
in stock, simplification of repair work, and reduction of work of ordering, 
obtaining and handling material. Our big aim is to standardize every 
possible article used in connection with the repair or construction of cars, 
in so far as can usefully be accomplished. The principle should be applied 
locally, so that parts will be interchangeable, and the minimum of spares 
will be necessary. 

Suggestions for standardization are to be encouraged. When a carman 
or inspector offers a suggestion it should be forwarded through the correct 
channels to the Master Car Builder, and the name of the person responsible 
for the suggestion included. In rejecting impracticable suggestions it must 
be done in a spirit that will not tend to discourage other ideas, as many of 
the best appliances in operation today have emanated from the brains of 
men on the tracks, and a man must be given credit for offering an idea, 
even if it is not accepted. 

Sub-para. (IT) ARTICLES STANDARD TO CAR 

DEPARTMENT 

The following articles have been made standard to our department: 

Spring Planks. Our standard spring plank for system freight equip¬ 
ment will have a vertical flange extending from end to end, without any 
provision for roller seats. 

Flooring. The following flooring will be used on cars of Company 
ownership (only). (On foreign cars use flooring standard to car.) 

Style No. 1 1%" Shiplapped Flooring on coal and gondola cars, both wooden 

and steel underframe. Automobile, Refrigerator, Box, Furniture 
and all other House Cars. 

Style No. 2 214" Shiplapped Flooring. On steel underframe flat cars and 
steel framed gondola cars 303,200 to 305,499. 

Style No. 3 1%" Butt Edge Flooring, (a) On wooden underframe flat cars 

and water cars this flooring to he used with a 1" open space 
between flooring, (b) On stock cars with no open space provided 
between floorings. 


209 


Strainers for Type L Triple & Distributing Valves. The strainer for¬ 
merly used under the safety valve of the type “L” Triple Valves and Dis¬ 
tributing Valves, Westinghouse piece No. 16214, is no longer manufactured, 
and piece No. 1751 which has been used elsewhere on brake equipment prior 
to this time, will be substituted. 

Hereafter when ordering strainers used under the safetv valve of the 
type “L” triple valves and distributing valves, specify piece No. 1751. 

Brake Hangers. It is very important that brake hangers do not fail 
in service, and all brake hangers are to be of material and manufactured in 
accordance with Specification No. 521-A, obtainable upon application. 

High Speed Steel. On account of its extreme toughness and hardening 
range as well as the simple treatment necessary, Steel for Rivet Busters will 
be Ludlum Steel, Seminole brand. Specify accordingly on requisitions. 

Journal Box Lids. “Asco” pressed steel journal box lids are standard 
to our line, and will be used for repairs for both freight and passenger 
equipment. In making repairs to foreign freight cars it should be noted 
that it is necessary to show the name of the lid and the size of the journal 
in order to permit of correct A. R. A. billing. 

Pin Lifters or Uncoupling Levers. For all new system equipment 
(built since January 1st, 1922) or for system cars undergoing very heavy 
repairs all freight equipment employing a coupler with the overhead type 
of pin lifter, the standard uncoupling lever and link will be made in 
accordance wfith the sketch circulated with M. E. Circular Letter 1079. 
This uncoupling rigging will be furnished complete from Milwaukee or 
Tacoma Shops. 

Electric Extension Light Cord. It has been definitely established that 
the Okoloom extension cord will last considerably longer than the Theatre 
cord now used, and while the initial cost is greater, still the cost of main¬ 
tenance and application of sockets and plugs will be considerably less, so 
that the ultimate cost will favor the Okoloom cord. Hereafter the Okoloom 
cord or equivalent construction will be generally adopted for this purpose. 

Journal Bearing Wedges. In order to comply with A. R. A. Standards 
and to secure greater economy in maintenance, all journal bearing wedges 
will hereafter be furnished of material as indicated below: 

4%"x 8" Malleable Iron or Cast Steel 

5 " x 9" Malleable Iron, Forged or Cast Steel 

SVJ/'xlO" Forged or Cast Steel. 

6 " xll" Forged or Cast Steel 

Skeleton back journal wedges of all sizes are strictly prohibited. 

Wedges for journals which do not comply to A. R. A. Standards will 
be maintained according to previous standards. 

Painting Materials. The following materials to be used in conjunction 
with the painting of passenger train cars, freight train cars, locomotives 
and tenders, are standard, and will be furnished on regular storekeepers’ 
requisitions from stock on hand at the mixing room, Milwaukee shops: 


210 


Primers 


Body 

Colors 


Tinting 

Colors 


Blacks 


Varnishes 


Enamels 


Oils, 

Turpentines , 
Leads, Etc. 


No. 

1— 1st Primer in Oil—Paste. 

2— 2nd Primer in Oil—Paste. 

3— Acme Metal Body Primer for Steel Pass, and Loco. 

4— Filler in Paste (lead color). 

(All paste to be reduced with our standard liquid.) 

•5—Standard Yellow Body Color—Paste. 

6— Standard Hoof Paint—Paste. 

7— Flat Truck Color—Paste. 

8— Acme Metal Body Surfacer for Steel Pass, and Loco. 

9— Acme Metal Body Filler (lead color) for Steel Pass, and Loco. 

10— Baggage Ceiling Color No. 304 (white). 

11— Ceiling Color for Coaches (dark cream). 

12— Ceiling Color for Diners, Sleepers, and Observation Cars 
(light cream). 

13— Caboose Ceiling Color (light cream). 

14— Baggage Side Wall Color No. 105 (buff). 

15— Caboose Wall Color (drab). 

10—Red Sign Board Color (1st, and 2nd coat). 

17— Front End Paint for Passenger Engines. 

18— Front End Paint for Freight Engines. 

19— “One Coat” Freight Car Paint (red). 

20— Freight Car Paint No. 5 (red). 

21— Mineral Paint No. 25. 

22— Acme “One Coat” Caboose Red. 

23— Burnt Sienna in Japan. 

24— Raw Sienna in Japan. 

25— Burnt Umber in Japan. 

20—Raw Umber in Japan. 

27— Chrome Yellows in Japan. 

28— Van Dyke Brown. 

29— Drop Black. 

30— Iron Black. 

31— Finishing Black. 

32— Engine Finishing Black. 

33— Murphy Outside Wearing Body Varnish. 

34— Flood & Conklin Outside Finishing Varnish. 

35— Valentine Valspar Outside Varnish. 

30—Chicago Varnish Company’s Outside Rubbing Varnish. 

37— Murphy TWF Interior Varnish. 

38— Semi-Gloss Interior Varnish. 

39— Engine Finishing Varnish. 

40— Mixing Varnish. 

41— Freight Varnish. 

42— Thresher Body Varnish. 

43— Pratt and Lambert Interior Varnish. 

44— Cooks Light Ceiling Varnish. 

45— Truck Enamel. 

40—Pratt & Lambert Vitrolite Enamel. 

47— Standard Lettering Enamel. 

48— Sash Enamel for Enameled Cars. 

49— Cab Green Enamel. 

50— White Enamel. 

51— Cream Enamel. 

52— Lithargen Lead. 

53— White Lead. 

54— Red Lead. 

55— Sublimed Lead (for stencilling freight cars). 

*50—Boiled Linseed Oil. 

57— Raw Linseed Oil. 

58— Sipes Japan Oil. 

59— Sipes Enamel Oil. 


211 


Putties 


60— Turpentine. 

61— Masury Perfection Drier. 

62— French Zinc. 

63— Wood Filler. 

64— Freight Japan. 

65— Japan Gold-size. 

66— Gold Leaf. 

67— Aluminum Bronze. 

68— Aluminum Leaf. 

69— Hard Drying Putty (for wood). 

70— Acme Putty (for Iron & Steel). 

71— Oil Putty. 




212 


Section IV 


STANDARD PRACTICES 

Para. 1 ADVANTAGES 

A standard method of carrying out any work has many advantages. The 
method is arrived at as the result of the study and experiences of many 
instead of the individual, and for this reason is generally the best from a 
mechanical point of view. It is invariably accepted as standard because of 
its economy, and the result of uniform methods permits of the transfer of 
Foremen and carmen without undue difficulty, while the absence of varia¬ 
tion in cars greatly simplifies their subsequent handling. Standard Practices 
should be carefully followed by all points, and any methods of handling 
work found to be beneficial to the Department should be reported as a 
suggestion for adoption as a Standard Practice. 


Para. 2 FREIGHT CAR STANDARD PRACTICES 

Sub-para. (I) COUPLERS 

In fitting up couplers in freight equipment cars it should be arranged 
to have one and one-quarter inches clearance each side, that is, between 
outside face of shank and inside face of draft sill, also clearance between 
top of shank and under side opening in end sill to be % of an inch. 

Our standard practice for new car equipment and new couplers is to 
use 114 inch diameter rivets. However, there are a number of couplers 
now fitted with 1% inch diameter rivets, and when requiring repairs at 
shops where these couplers can be reamed out to take the standard size 
this should be done. At shops where no facilities obtain to change couplers 
to take the larger sized rivet, it will be admissible to apply the smaller size. 

Coupler yoke rivets should be headed on opposite sides; that is, one rivet 
will be headed on one side of the yoke and the other rivet will be headed on 
the opposite side of yoke. 

Coupler yokes are to be gibbed wherever possible to neatly fit the end 
of the draw bar butt and thus relieve the rivets of as much shearing strain 
as possible. 

Coupler carry irons must be held in place by at least four bolts if placed 
vertically and one bolt through necessary casting if placed horizontally, 
all securely fastened in place. On wooden'draft timber system cars, coupler 
carriers are to be gibbed or turned up on the ends to avoid draft sills 
splitting or breaking away. 


213 


Cotter keys are not to be applied to knuckle pins of couplers on cars 
other than hopper and fixed end gondolas. 

Cars equipped with 5"x7" shank couplers having M. C. B. temporary 
standard extended head, may, when being renewed, be replaced by A. B. A. 
type “D” coupler having 5"x7" shank. The only difference involved is that 
the type ‘TV' has a 12" head, whereas the M. C. B. temporary standard has 
a 1214 ", but end ladder clearance (12") can readily be maintained. (This 
change does not apply to 5"x5" shank couplers, as the substitution in this 
case would not be practicable.) 

When type “D” coupler is applied, stencilling of car is to be changed 
accordingly. 

Sub-para. (II) UNCOUPLING LEVERS 

Uncoupling levers for cars employing underneath uncoupling rigging 
will be provided with handle 5" in length only, as shown in M. E. Circular 
Letter 1011. Incidentally these levers are to be within 6" of side of car 
when applied. Uncoupling levers for cars employing top lift rigging are 
to be applied on new or rebuilt cars as per standard laid down in Section 
covering “Materials.” 

Sub-para. (Ill) DRAFT TIMBERS 

Draft timber bolts 1%" diameter must be applied to all cars having 
draft timbers, center sills or draft rigging applied. %" diameter bolts will 
be removed from empty cars on all repair tracks, whether draft timber or 
draft rigging is renewed or not. 

When applying new center sills, one keyway only must be cut in sill, 
omitting keyway nearest to ’end sill. When applying new draft timbers, 
one key way only must be cut in timber; the key way in center sill correspond¬ 
ing to the keyway omitted in draft timber and should be filled with a piece 
of wood nailed in place. 

Draft timbers are to be framed and bear against the inside face of end 
sill. The use of fillers between bottom of center sill and top of draft timber 
will not be allowed. 

Sub-para. (IV) AIR BRAKES 

As cars pass over repair tracks they are to be examined and those having 
dirt collectors stencilled as shown on Blue Print D-61G accompanying M. E. 
Circular Letter 1009. 

Sub-para. (V) TRIPLE VALVES ON NON-REVENUE 

OARS 

Style F-36 triple valves are to be applied to non-revenue cars, and 
where Iv-Us are found they will be replaced accordingly. 

Sub-para. (VI) HANDBRAKES 

Hand brake chains are to be fixed to brake staff drums in the manner 
shown on Blue Print accompanying M. E. Circular Letter 1009. 


214 


Sub-para. (VII) OFFSET GRABS 

The Safety Appliance law does not require offset grab irons, such as are 
used for the bottom tread of ladders, to be any larger than other grabs, 
which are a minimum of %". It has been found, however, that due to the 
offset or foot guard allowing a greater leverage, the grab iron becomes bent, 
which interferes with the minimum 2" clearance required. It has therefore 
been found that a heavier grab iron is necessary in order to maintain the 
required clearance, and this is the reason our standard calls for a %" grab 
where offset is required. 

Sub-para. (VIII) DOOR LOCKS 

When applying or renewing door locks on system box, refrigerator and 
other house cars, burglar-proof locks are to be applied. 

Sub-para. (IX) STEEL SPRING PLANKS 

Steel spring planks to be used for renewals on system cars will have a 
vertical flange extending from end to end, and no provision will be made 
for roller seats. The space between the top of the spring plank and the 
lower surface of the top spring seat is to be filled in with an oak block, 
as shown in sketch accompanying M. E. Circular Letter 1014. 

Sub-para. (X) AY GO DEN SPRING PLANKS 

When wooden spring planks are used they should be of White Oak— 
not of fir. 

Sub-para. (XI) REMOVAL OF BARBER ROLLERS 

On system cars having Bettendorf trucks the Barber rollers are to be 
removed and wooden blocks inserted in their place. This refers, however, 
only to such rollers as are located between the springs and the spring plank. 
Where the rollers are placed above the springs, as on our later type it is 
not intended that such rollers be removed. 

Sub-para. (XII) REMOVAL OF SIDE SHEATHING 

(SCHEDULE 5 WORK) 

In the application of the butterfly ends to Schedule No. 5 Cars, the cost 
can be materially lessened by observing the following instructions in remov¬ 
ing old body bolsters. Instead of removing four or five boards of sheathing 
and cutting out a piece of the side nailing sill in order to get the the rivets 
which secure bolster to the side sill Z bar, it should be arranged to bore holes 
through the sheathing and nailing sill, of sufficient diameter to permit 
drifting the rivets out through the holes, and also applying new rivets in 
same manner. After the work has been completed, the holes are to be 
plugged in a workmanlike manner, and should be toe-nailed to prevent 
possibility of working out. 

Sub-para. (XHI) ROOFS 

In order to obtain uniformity the following will be observed in the 
handling of roofs of system cars. 

On all freight cars held for repairs the roofs must be inspected and 
placed in good condition. 


215 


If roofs are of the inside metal type, and boards are loose, all loose nails 
must be drawn and boards renailed with two nails, staggered in each board 
at each side plate, purline and ridge pole. In renailing care must be taken 
to use proper sized nails, so that the metal roofing will not be punctured, 
correct size bfeing 2 1 / 4" No. 2 barbed wire. If the boards require renewal, 
tongue and groove boards 514 " wide should be used. 

If the inside metal sheets must be renewed, replace with a standard 
double board plastic roof, including facia and ridge pole. Any metal sheets 
thus reclaimed will be used in repairs to other metal roofs, flashing, etc. 

All nail holes left open after renailing are to be carefully and properly 
fdled with “Baco,” “Sarco,” solder, or other suitable ingredient to prevent 
leakage. 

If roof is of the outside metal type, and only part of metal sheets, are 
in need of replacement, these sheets are to be renewed in kind. 

If practically all of the metal sheets require renewing, standard double 
board plastic roof should be applied, reclaiming usable metal sheets for 
piecing out other metal roofs. If the lower course can be patched out 
cheaply, this should be done. The roof to be cleaned off properly and freed 
from all protruding nails, etc., after which the plastic roofing paper should 
be laid down and a course of tongue and groove boards applied and 

allowed to project 114 " beyond the edge of the facia. 

If, however, the lower course of boards cannot be repaired, they should 
be removed and a standard double board plastic roof applied. 

In the application of the double board plastic roof the carlines should 
be properly notched to allow the ridge pole and purlines to recess into 
same to such an extent that the top faces will be flush. 

Carlines to be secured to side plates with %"x4" lag screws. 

Purlines secured to carline with two 3" No. 7 barb wire nails at each 
carline. 

Eidge pole secured to carlines with %" bolts at each carline with washer 
and lock nut inside, and these nuts to be gone over and tightened each time 
car is on repair track. Where suitable means are not available for holding 
the nuts in place, either through lacking of material or nature of repairs, 
cut the threads of bolts with chisel to prevent nuts coming off. 

The boards to be used are the standard 5%" tongue and groove, the 
lower course nailed with 2" No. 8 nails, two at ridge pole, two at each 
purline, and two in every other board at side plate and facia, one nail being 
used in alternate boards. 

Paper to be laid from edge of roof and to lap over center at least 6", 
tacking in place along edges with just sufficient nails to hold. If paper is 


216 


not long enough to lap 6" at center, same to be brought up to center and a 
12 " strip of paper used to cover the joint, lapping 6" each side of center. 

Upper course boards standard 5^4" tongue and groove, nailed with 3" 
No. 7 nails, two at ridge pole, two at side plate, and two at facia. Two 
2i/ 2 " No. 8 nails used at each purline. 

Outside of roof at center to be covered with 1 X tin or other suitable 
metal at least 8" wide and nailed with 1" tinners nails spaced about 4" 
apart. 

Running board saddles to be secured with %" bolts on metal roofs and 
with four 3i/ 2 " No. 16 wood screws on wood roofs. Running boards secured 
to saddles with 2 V 2 " No. 16 wood screws, three to each outside board and 
two at center boards. 

Facia I%"x5" secured with 4" No. 6 spikes, staggered and spaced 
about 12" apart. 

Tie rods %" diameter, eight per car, located o 1 /^" above bottom of 
carline, and to run through facia using washer and lock nut outside, and 
each time car arrives on repair track these nuts to be gone over and 
tightened. 

The projection of roof over facia must be U/i" it having been noticed 
that where a greater projection is used that same has exceeded the clearance 
and interfered with doorways and overhead structures at industrial plants. 

Lower course to be given one coat of standard roofing paint, upper 
course to be given two coats on top, but none underneath. 

“Baco” or “Sarco” should be used on top of boards under outside metal 
roofs; to fill up holes or cracks after renailing inside metal and lower course 
of double board plastic roofs, to fill up shrinkage cracks or warping of top 
course of double board roofs, and around ridge pole bolts on all roofs. 

Different methods have been resorted to in bracing roofs and in order 
that some uniformity be established the type of bracing as shown on print 
No. 20526-C should be used as far as possible. 

It was formerly the practice to use an angle to support and tie the ridge 
pole to end plate, but in case of end working out this usually destroyed 
ridge pole, and in place of this angle a sheathing strip should be used as 
per print No. D-442. 

Safety Appliance Law requires that “the ends of running board shall 
be not less than 6" or more than 10" from a vertical place parallel with end 
of car and passing through inside face of knuckle when closed with coupler 
horn against buffer block or end sill, and if more than 4" from edge of 
roof of car shall be securely supported their full width by substantial metal 
braces.” The need for a metal brace is decided by the length of projection 
beyond the last running board saddle, and not by the distance running 
board extends beyond the end of car. It will therefore be our practice to 


217 


keep the roof saddles nearest ends of cars as far out as possible, thus short¬ 
ening the leverage and reducing the risk of end of running board breaking. 

Method of applying standard plastic roof is shown in the following 
sketch: 



- 3-| TIE RODS PER CAR, 

3'/t FROM BOTTOM OF PLATE, 
RUN THROUGH FACIA, 

LOCK NOT OUTSIDE 


Sub-para. (XIV) LETTER BOARDS ON STOCK CARS 

Letter boards on stock cars are to be 12" wide. One or two boards may 
be used to obtain the necessary width, and application will be made in 
accordance with sketch accompanying M. E. Circular Letter 1028. 

Sub-para. (XV) SIDE DOOR POSTS FOR STOCK CARS 

Only oak is to be used for these side door posts on system stock cars. 

Sub-para. (XVI) STANDARD REPAIRS TO MATHER 


STOCK CARS 


We have approximately 400 of these cars, leased, lettered C. M. & ST. P., 
in series 89,000. Unless repairs standard to the cars are made, the owners 
correct them upon return of car to Chicago, and bill us. A small stock of 
Mather Carlton draft gears, with which these cars are equipped, is carried by 
the General Storekeeper, and when required by any point the local store¬ 
keeper will be requested to order rush from Milwaukee. 

Sub-para. (XVII) MANUFACTURE OF STOCK CAR 


DOORS 


In making stock car doors, the slats are to be nailed—not bolted—to 
frame of door. 










218 


# 


Sub-para. (XVHI) ORDERING ARCH BARS 

When ordering arch bars, as is sometimes necessary at points where 
blacksmith facilities are inadequate, the symbols shown in the following 
sketch are to be used. 


Give dimensions for each symbol. For example—A-72" or B-5", etc. 



Whenever it is necessary to order coupler pockets, as is frequently the 
case at outlying points, the symbols shown in the following sketch will 
be used: 

State dimensions for each symbol. For example—A-24", B-9^", etc. 
When no space block is used, dimensions G, II, and I are omitted. 



Sub-para. (XX) STANDARD MARKINGS FOR 

FREIGHT CARS 


In stencilling system freight cars the same practice must be followed 











































































































219 


as regards location, style and size of letters and figures. Standard No. 5 
red paint should be applied (new work 2 coats) and sublime lead used 
for stencilling. Stencil diagrams for different classes of cars are available 
upon application, as follows: 


For Flat Cars, 

19358-F 

For Refrigerator Cars, 

20381-C 

For Stock Cars, 

19972-C 

For Box Cars, 

20745-C 

For Box Cars, 

20637-C 

For Gondola Cars, 

18892-F 

For Additional Stencilling, 

D1616 


Style and Type of Letters and Figures 2634. 

This applies to Southeastern equipment with the exception that the 
letters “C. T. H. & S. E ” will replace “C. M. & ST. P ” 

Sub-para. (XXI) PAINTING FREIGHT CARS 

In addition to painting both surfaces with new wood or iron parts are 
applied during the construction or repairing of any cars, the following will 
govern in the painting of freight cars: 

Box cars, composite. When new cars are built they are to be given two 
coats of No. 5 standard freight car paint, allowing 24 hours between coats 
to dry. This refers to car body, roof, trucks and steel underframes. Sten¬ 
cilling will be done in accordance with standard practice. 

When cars are repaired, newly applied parts (excepting corner bands, 
grabs, etc.) will be given two coats of paint. This can be done without 
delaying car by painting all sheathing, etc., in advance, so that when applied 
only one coat of paint need be added. When any appreciable amount of 
repairing of sheathing and roofing is done, car should be given one complete 
coat of “one coat” freight car paint, in addition to a former coat of No. 5 
standard freight car paint on newly applied parts. Trucks will not be 
painted unless repaired. 

Box Cars, All Steel. New cars are to be painted with one coat of No. 
25 paint, followed not less than 24 hours later with one coat of No. 5 
standard freight car paint. All steel box cars requiring repainting, or 
ends repainted, will first be sandblasted, and then painted as laid down 
for new cars. Trucks will not be repainted unless repaired, but if done two 
coats of No. 5 standard freight car paint will be given them. 

Gondolas, composite. New cars will be given two coats of No. 5 standard 
paint, including trucks and steel underframe. 

Repaired cars will be handled as laid down for repaired composite 
box cars. 

Gondolas, All Steel. When built two coats will be applied, one of No. 25 
paint and one of No. 5, with 24 hours between for drying. 

When repaired, newly applied parts will be painted with one coat of 


220 


No. 5 paint. If car has to be repainted entirely, sandblast and handle as 
new car. It is no use applying paint over old paint on a metal surface, 
as it merely results in blistering. 

Tank Cars. New cars are to have surface prepared by removing all 
traces of rust, grease or oil, and then car body given one coat of red lead. 
When red lead has thoroughly dried apply one coat of No. 25 paint, to 
entire car, followed 24 hours later by a second coat of No. 5 paint. 

Repaired cars will have new parts given two coats of paint—one of No. 
25 and one of No. 5. Cars which have to be completely repainted will be 
sandblasted or scraped and handled as new cars. 

Water Cars. New cars will be given two coats of No. 5 standard paint, 
allowing 24 hours between coats. Repaired cars will have newly applied 
parts given two coats of paint. Cars which require complete repainting 
will have newly painted parts given one coat of No. 5 paint, and then 
sprayed with a coat of No. 5 paint. Trucks will not be repainted unless 
repaired, but if repainted will be given two coats of No. 5 paint. 

Flat Cars with wooden end sills and side sills. New cars are to be given 
two coats of No. 5 standard paint allowing 24 hours between for drying. 
Repaired cars will be given two coats of paint on newly applied parts, but 
if complete painting is necessary give new parts one coat of No. 5 and 
spray entire car with one coat of “one coat” paint. Do not repaint trucks 
unless repaired, but in repainting give two coats of No. 5 paint. 

• Flat Cars , All Steel. New all steel flats will be painted after proper 
preparation of surface with two coats of paint—one of No. 25 and one of 
No. 5, allowing 24 hours between for drying. Trucks will be given two 
coats of No. 5 paint. 

Repaired cars will have two coats of paint applied to new parts. Cars 
needing repainting will be scraped or sandblasted, and handled as new cars. 

Stock Cars. New stock cars will be given two coats of No. 5 standard 
paint. Repaired cars will have new parts given two coats of paint, but if 
car requires complete repainting new parts will be given one coat of paint 
and then entire car sprayed with “one coat” paint. 

Refrigerator and Vegetable Cars. New cars are to be given two coats 
of No. 5 paint, applied to roof, body, underframe and trucks, allowing 24 
hours between for drying. Refrigerator interiors will be given a coat of 
linseed oil, followed by a coat of mixing varnish. 

Repaired cars will be given two coats of No. 5 paint on newly applied 
parts, or if car requires complete repainting one coat on new parts and car 
then sprayed entirely with “one coat” paint. New interior refrigerator parts 
will be oiled and varnished as described following repairs. 

Cabooses. New cabooses will be painted as follows. 

Outside. Body (excepting roof) is to be given one coat of standard 
caboose primer No. 5. All nail holes are to be puttied flush, and putty 


221 


shellaced. When dry, a second coat—of standard caboose A-l red—is to 
be applied. Following this entire body of caboose is to be given a coat of 
Acme caboose red. Allow 24 hours between coats for drying. Glazing to 
be done between coats. Roof will be given two coats of No. 5 standard 
freight car paint. 

Inside. Whole of interior excepting floor to be primed with one coat 
ol caboose inside ceiling primer. All nail holes to be puttied flush. Apply 
to ceiling a second coat of ceiling color; from ceiling to bottom of window 
sills a second coat of standard caboose side wall color; and from sills to 
floor, including the seats, a second coat of standard caboose base color. 

Repaired cabooses, while on repair tracks, will have new sheathing primed, 
nail boles puttied flush, and whole caboose then sprayed with “one coat” 
caboose No. 41 red. The inside will be washed and ceiling given one coat 
of ceiling color, from ceiling to bottom of window sills one coat of standard 
caboose side wall color, and from sills to floor, including the seats, one 
coat of standard caboose base color. 

Para. 3 PASSENGER CAR STANDARD PRACTICES 

Sub-para. (I) OUTSIDE METHOD OF CLEANING 

PASSENGER TRAIN OARS 

No material other than that described in “Standard Materials” is to be 
used, and under no circumstances shall boiler compounds or other solutions 
be experimented with in an effort to obtain a temporary good appearance 
for a car, as it will result in the destruction of the varnish. 

Class 1 Cleaning. Passenger cars which are dirty on the outside and do 
not present a good appearance are to be washed and scrubbed, to loosen the 
dirt, with a solution of oxalic acid and water, mixed as follows: 

To every barrel half full of hot water, add 20 pounds of oxalic acid 
and stir until acid is dissolved. When dissolved, fill the barrel full of cold 
water, stirring again thoroughly and the same is then ready for use. Under 
no conditions should hot solution of acid and water be used. 

Follow this scrubbing with oxalic acid solution by washing car with 
plenty of clean water from the hose, particular care being given to the 
removal of dirt, grease and any traces of acid. The cleaning is to be carried 
out at the rate of once every four weeks, unless service conditions and the 
appearance of the car justify more frecpient attention, such as would apply 
where cars remain out of shops beyond their allotted time, and in through 
service trains that are in daily service and require to be maintained at a 
high standard of cleanliness. 

Class 2 Cleaning. This will supplement Class 1 cleaning to the extent 
of renovating the exterior after once being cleaned and shall be carried out 
immediately after the car is dry with an approved make of renovator, which 
will be supplied to Chicago, Kansas City, Omaha, Milwaukee, Minneapolis 
and Tacoma. 

To apply this renovator, a handful of waste should be taken and moist- 


222 


ened with it and then applied to the car, care being taken to leave as little 
as possible on the car. After the renovator has been applied over the 
varnished exterior parts of the car, carefully wipe off twice with clean, dry 
waste. This waste will be serviceable to wipe cars off at end of each trip 
for a period of approximately 30 days, when car should again be thoroughly 
scrubbed with oxalic acid solution and washed with plenty of clean water 
as described in Class 1. 

At designated stations certain classes of cars and equipment for certain 
trains will always be renovated after being washed and scrubbed with acid. 
Cars for through and specialized or local service are to be washed at the 
end of each trip with clear water (this being preferred to wiping) but 
should be renovated on the average of once every 30 days. 

Special Cleaning. In all cases of business cars, dining, parlor, cafe 
and sleeping cars, it will be necessary to use such further precautions in 
cleaning as their construction and service require, but general cleaning is 
to be done on the same basis as already mentioned. 

Cleaning of Truclcs. The regular cleaning of trucks under our passenger 
equipment cars should be given the same attention as is given the outside 
body of car. All dirt and grease should be cleaned from the trucks, by the 
application of a mixture of one pint of mineral seal oil to a pail of water, 
applied with a worn-down broom. If the paint is worn off of trucks or 
platforms, or new parts are applied, they should be touched up with our 
standard truck enamel after washing, when dry. Where cars have passed 
their regular shopping period, a thin coat of truck enamel should be applied 
to both platform and sides of trucks at intervals when needed. 

General. Branch line and second class train equipment on which no 
renovator is used, is to be washed and scrubbed with oxalic acid every 60 
days. Where renovator is used, it will be scrubbed with oxalic acid every 
90 days. New and newly-painted oars will be renovated after making three 
to five trips. 

Sub-para. (II) INSIDE METHOD OF CLEANING OF 

PASSENGER TRAIN CARS 

No material other than that approved in “Standard Materials’’ is to be 
used. All passenger cars shall have doors, windows and deck sash opened 
immediately on arrival 'at cleaning yards, and they will be kept open as long 
as possible to secure a free circulation of air through the car during cleaning. 

Class 1 Cleaning. Remove aisle strip from car, after which car should 
be thoroughly blown; head lining, side walls from seats to heater pipes, and 
seat arms are to be sponged with soap and water, mixed as follows: Thor¬ 
oughly dissolve one pound of vegetable oil soap in a bucket of hot water, 
adding one pint of this mixture to each bucket of luke warm water used. 
After thoroughly washing inside of car with this mixture with the aid of 
a sponge, rinsing immediately with clean cold water, surface will be wiped 
dry with a chamois leather. Seats and backs of seats should be cleaned 
with compressed air. Saloons are to be mopped; wash bowls and hoppers 
cleaned with a sponge and water. 


223 


Water coolers must be removed from car and thoroughly cleaned out 
with live steam once a week in operation, and record kept of same in 
specially printed card in car provided for this purpose. 

For washing out toilet rooms, cuspidors, etc., for the removal of un¬ 
pleasant odors, and for the disinfection of postal, baggage and express cars 
use disinfectant as explained in “Standard Materials.” This disinfectant 
can be used without damage to person or equipment. 

Renovator is to be used at necessary intervals to correct dry condition 
of varnish or interior finish, using a small quantity worked into soft cloth, 
evenly applied to interior finish and thoroughly dry-rubbed to a polish. 
Care must be exercised to avoid getting any excess of the renovator on sur¬ 
faces, otherwise the oil from same will find its way into corners, where it is 
difficult to remove or dry out. The use of renovator is authorized at the 
following points only: Chicago, Kansas City, Council Bluffs, Milwaukee, 
Minneapolis, Dubuque and Tacoma. 

Brass work should be sponged off and globes and reflectors polished and 
window sills wiped off with soft cloth. Curtains should then be pulled half 
way down. 

Inside of vestibule must be washed with soap and water and thoroughly 
dried. Vestibule oar brass and hand railings, not lacquered, should be 
polished with metal polish at each cleaning. 

Electric, gas or oil lamps must be kept in a clean and serviceable condi- 
. tion at all times; oil lamps in service cleaned daily and founts filled outside 
of oar; the electric or gas lamps to be washed in warm water at least once 
every 30 days; for oil lamps, as frequently as required to be kept clean. 
Rigid inspection of all lights and tests of bulbs and shades is to be made 
daily. 

Particular attention must be given to heater pipes and all dirt behind 
same removed. Heater pipes, foot rests and seat pedestals in coach chair 
cars and smokers are to be cleaned. Pipes and pedestals should be painted 
or bronzed when necessary. 

Monolith and Flexolith flooring must be kept painted, to prevent their 
becoming water soaked. In mopping up floors care should be taken not to 
use too much water, nor allow it to remain too long, as they become water 
soaked and sour, and this gives the car a bad odor. The use of an undue 
quantity of water also causes damage to steel underframe equipment. 

In cases where cars have been subject to contagious diseases, instructions 
for disinfecting and fumigating should be followed. 

In cleaning of baggage cars, the fish racks must be removed and washed 
with disinfectant. This disinfectant is to be used at large coach -cleaning 
points, such as, Chicago, Kansas City, Omaha, Milwaukee, Minneapolis and 
Tacoma, every time the car gets a general cleaning, or at the end of every 
trip, and at small outlying points it is to be used once a week. (Outside 
points will call on nearest main station for a supply of this material.) 


224 


This class of cleaning is to be given cars in main line and through 
service at the end of each trip, and cars in branch line service once a week. 
At least once a week cars with carpet will have it taken up and thoroughly 
cleaned, and sleepers will have bedding stripped. 

Class 2 Cleaning. This cleaning pertains to pasenger cars in branch 
line service. As soon as car arrives at place of cleaning, the doors, windows 
and deck sash shall be opened and kept open as long as possible to secure 
free circulation of air through the car while car is being cleaned. 

Car should be thoroughly blown out or swept with bristle broom; then 
seats and backs should be thoroughly cleaned, interior woodwork dusted, 
after which plush on backs and seats is to be gone over with damp sponge 
to pick up lint and particles that may remain. Floor should then be 
thoroughly mopped, and when dry, swept. 

Saloons are to be mopped, wash bowls and hoppers cleaned with sponge, 
using soap and water, and disinfected. Windows are to be thoroughly 
cleaned. 

Class 3 Cleaning. This cleaning is to be done in cars used in through 
runs, where only five or ten minutes time is allowed while train is at 
station occupied by passengers. The car floor is to be sprinkled with water 
and swept with counter brush, using dust pan, and banana peelings, papers 
and all rubbish removed. Window sills should be dusted; cuspidors taken 
out of car and washed thoroughly, using disinfectant, saloons mopped and 
urinal bowls and hoppers cleaned with sponge and water, using disinfectant; 
vestibule platforms to be swept off; smoking room of chair cars and coaches 
to be mopped; platform and steps to be brushed off, and in winter weather, 
snow and ice to be removed and hand railings to be wiped off with waste. 
Special attention is to be applied locally, as, for instance at Portage on ISTo. 4, 
so that day coaches will be cleaned and ready for passengers at Milwaukee. 
Also precautions along these lines are to be provided at other points on high 
class trains, as conditions require. 

Special. In all cases of business cars, dining, parlor, oafe, sleeping and 
postal cars it will be necessary to use such further precautions in cleaning 
as their construction and service require, the general cleaning to be done 
on the same basis as already mentioned. In business cars every opportunity 
should be taken to give the cars and carpets and fixed cushions on chairs 
a thorough cleaning. 

In postal cars, special attention should be given to lights, mail boxes, 
drawers, hoppers and coolers. 

Dining cars should be cleaned thoroughly at all times inside and out, 
and special attention given to any work that can be done in kitchens, 
lavatories and saloons, when provided. 

All brushes, brooms, tools and materials, etc., used in cleaning passenger 
equipment should be disinfected. 

General. The work of fumigating a car is to be performed only upon 


225 


report that car has been subjected to contagious or infectious diseases. 
Doors must be closed tightly and if necessary sealed to prevent gases escaping. 
First sprinkle floor with clean hot water. Temperature must be not less 
than 65 degrees Fahrenheit. Fumigation must be done before the carpet 
or anything is removed or cleaning begun. Close all outside doors and raise 
closet seats. If car has dry hoppers, stop up chutes at bottom. Pull seats 
forward and loosen pillows in pillow boxes. Open upper berth and lay 
headboard across the seats so that one corner rests upon a seat arm. Lay 
lower mattress on the headboard with middle arched upwards, by placing the 
ends together. Raise curtain poles and hang curtains near the ends by a 
single hook. Throw blankets over curtain poles, making as few folds and 
thicknesses of cloth as possible. Arch the upper mattresses in berths. Soiled 
linen in the lockers must be pulled out and scattered in passage. It is 
necessary to make the greatest possible surface exposure of the contents 
of the car so as to insure the best results. Keep car closed for not less 
than 3 hours. When fumigation is completed, open all doors and windows 
and allow car to be thoroughly aired. For each 1,000 cubic feet space to 
be fumigated, not less than 16 ounces (1 pint) 40% Formalin (aquaeus 
solution) or 2 ounces absolute Formaldehyde (Paraform) must be used. 

All cars reported infected with bed bugs should be treated with the 
bedbug disinfectant solution indicated herein, and once a month thereafter 
in winter, or twice monthly during summer. The bedbug disinfectant solu¬ 
tion should be prepared by combining: 

3 quarts denatured alcohol 
1 quart turpentine 
3 ounces corrosive sublimate 

which should be labeled POISON on all sides of the container. Preliminary 
to the cleaning and disinfecting of the car, in accordance with the fore¬ 
going regulations, this solution should be applied with a brush to all 
crevices and places which might harbor bedbugs. (If the application by 
a brush should not prove effective in some instances, then the solution can 
be applied as a spray, but as it is very corrosive to metals, and is very 
poisonous in spray form, it should not ordinarily be used in this manner.) 
This solution is very poisonous and therefore should not be brought into 
contact with the lips, and if any of it gets onto the hands they should be 
carefully washed thereafter. On the day following the application of this 
disinfectant the car can be fumigated and cleaned in accordance with the 
other regulations, noted above. 

Sub-para. (HI) HANDLING OF OIL LAMPS 

Considerable complaint has been made regarding aisle strips and carpets 
being ruined by oil dripping from lamps, due generally to carelessness in 
filling the oil reservoirs; therefore, the following rules are to be observed: 

Oil reservoirs are to be taken to platforms of the cars for filling, in 
order to avoid danger of spilling oil on carpets or floors. However, if the 
platforms of the cars are covered with inlaid rubber tiling or matting, the 
filling of oil reservoirs must be done on the ground. 

In filling the reservoirs, the oil must be kept about one inch away from 


226 


the top, to allow for the expansion of oil when placed in warm car, other¬ 
wise, after expansion the oil is forced out, and the drip cups not being 
able to take care of the excess, oil is allowed to drop on passengers and on 
the floor. 

When lamps are not burning, the wicks must be turned down until they 
are at least below the top of the burner, to prevent syphoning of the 
oil, and the reservoirs should be locked in position to prevent rattling and 
injury to the valve. It will be noted that when reservoirs are locked in 
position oil will not syphon out provided wick is turned down as instructed. 

When tilling and replacing oil reservoirs make certain that oil is thor¬ 
oughly wiped off and drain cups are emptied. 

As the feed pipe in the Acme type of lamp is only in diameter, 
and often becomes clogged with sediment and small particles of waste, the 
lamps should be taken down occasionally and blown out with air. When 
this type of lamp is applied to mail and wooden passenger equipment cars, 
point where application is made will arrange to see that a small sheet of 
brass is soldered to the bottom of each oil reservoir. This piece of sheet 
brass is to contain a certain figure, and a corresponding figure is to be 
stamped on brass button of lamp fount for the purpose of having oil 
reservoirs put back in the proper receptacle or lamp fount. The sheet brass 
piece on the bottom of the reservoir must also contain the number of the 
car, but it will not be necessary to put the latter marking on the oil founts 
or lamp frame. 

This practice of marking will be followed in cases where cars go through 
shops for general repairs, and it is to be positively ascertained, by actual 
test, that the oil reservoirs are in their proper position before stamping is 
done, to see that no mistake is made as to mating of various parts. 

Complaints are received from time to time from the postal authorities 
on account of the practice of lamp cleaners taking the founts down, standing 
them in a row, filling them and then replacing them in a hap-hazard manner. 
This must not be done. 

In some cases the founts are changed by postal clerks, due to the fact 
that a certain lamp will be used a little longer than another and the oil 
will be come exhausted. We are making every effort to see that this practice 
is discouraged, but it makes it all the more necessary that we see to it that 
founts are placed in their proper position when they reach terminals, after 
being cleaned and filled. 

In some cases the valve stem is too long and in others too short, causing 
a great difference in the feeding of the oil. 

Oil lamps must be filled and in good working order before cars leave 
terminals. Lamps are to be lighted by carmen only at such time when cars 
leave terminals during hours when lamps are wanted—that is, if a train 
leaves n home terminal in the middle of the afternoon when it has not com¬ 
menced to grow dark, it will be the trainmen’s duty to light the lamps in 
the train later in the day, after they have proceeded to make their run. 


227 


In other words, it is desired that oil lamps shall not burn any longer than 
absolutely necessary for the convenience of the public. There is a tendency 
to light lamps too early in a number of trains originating at large terminals. 
Good judgment is required to obtain the desired results. 

Sub-para. (IV) WATERING AND ICING PASSENGER 

CARS 

Passenger cars will, as far as possible, be watered at coach yards. 
Cleanliness is absolutely essential, and is to be insisted upon by supervisory 
forces. 

Icing will be done as late as possible prior to departure of train, so as 
to ensure water being cool during the run. Omitting to ice or water a car 
causes much annoyance to travelers, and is a bad advertisement for the road. 

Icing and watering when done while a train is enroute, should be carried 
out in the neatest and cleanest manner possible under the prevailing cir¬ 
cumstances. A man with clean hands and presenting a reasonably tidy 
appearance, creates a good impression upon travelers, while a man dirty 
and untidy has the opposite effect. 

Sub-para. (V) FIRE EXTINGUISHERS 

Dry powder fire extinguishers are used in coaches, baggage and mail 
cars. This powder is effective as long as it remains in powdered form, 
which it should do indefinitely if provided with an air tight container, 
hut if the containers are allowed to leak, moisture will enter and solidify 

the powder. 

Before placing these extinguishers in service, to protect against leakage 
to the cap, same should be dipped in paraffine so that this will prevent 
moisture from entering at this point. 

To protect the efficiency of these fire extinguishers, once each six months 
one out of a bank of six extinguishers should be examined and if it develops 
that the powder is caking, all the extinguishers in the bank should be 
emptied and refilled. 

Sub-para. (VI) BACK-UP AIR HOSE 

Trains have been stopped by emergency application of the brakes, due 
to rear end back of hose, jarring off the railing and catching crossing planks, 
tearing the pipe off the air hose. 

Investigation develops these back up pipes are not always maintained in 
accordance with standard practice as shown on print No. 19509-E, the main 
pipe having been found shorter than called for, also the goose neck. 

The shortening of the pipe may have been caused by pipe breaking or 
leaking and threads having been cut further back, but in no case must the 
pipe be shortened, and practice shown in print accompanying M. E. Circular 
Letter 1032 is to be adhered to. 

Sub-para. (VTI) COUPLERS 

As cars pass through shops filler blocks are to be applied to all long 


228 


shank passenger couplers to prevent them bending. Details are given in 
M. E). Circular 1013. 

Sub-para. (VIII) AIR BRAKES 

Investigation has been made in regard to the erratic action of triple 
valves on L. N. equipped passenger trains, and it has developed that this 
erratic action only occurs in triple valves which are equipped with the old 
type of by-pass valve Piece No. 3G208 and Spring Piece No. 13861. 

It was further determined that it was impossible to produce erratic 
action on triple valves equipped with the later type of by-pass valve, Piece 
No. 51529 and Spring Piece No. 53003. 

In order to overcome the undesired quick action on our passenger trains 
from this cause, when “L 99 type of triple valves are found having the old 
type of by-pass valve, Piece No. 36208, same should be removed and by-pass 
valve, Piece No. 51529 and Spring Piece No. 53003 to be applied. Sketch 
showing the different types referred to accompanied M. E. Circular Letter 
1027. 


Sub-para. (IX) STANDARD MARKINGS FOR 

PASSENGER CARS 

System passenger cars will he stencilled with yellow paint (imitation 
gold), in accordance with the following stencil diagrams which are obtain¬ 
able upon application: 

For Mail, passenger and express, 19083-D; 

For Coach, Sleeping, Parlor, and Parlor Observation, 18959-D; 

For Tourist and Dining Cars, 18960-D; 

For Baggage Cars, 20272-D; 

Interior marking, 19343-D; 

Stencilling for trucks, 18865-D; 

Lettering for Doors and Vestibules, 19176-D; 

Details of letters on Prints Nos. 19150-D, 19149-D, 19148-D, 19147-D, 
19125-D, 19036-E, 19037-E, 19038-E, 19039-E, 19040-E, 19041-E, 

19043-E, 19044-E, 19045-E, 19046-E, 19047-E, 19048-E, 19049-E. 

Sub-para, (X) PAINTING OF PASSENGER TRAIN 

CARS 

(a) Steel siding cars, whether coach, sleeper, diner, or private cars, 
ivhen cars undergo heavy repairs , will be painted as follows: 

Outside : Immediately after sandblasting car, apply one coat of metal 
body primer, and as soon as dry follow with a coat of body filled lead color. 
Allow 48 hours in which to dry. Surface must then be gone over and any 
imperfections in the steel filled by knifing in body filler, using only sufficient 
to fill the imperfections. Allow 24 hours to dry. Sand-paper with fine 
emery cloth, or sand-paper and water, to an even surface. Apply first coat 
of standard yellow body color, and after 24 hours for drying apply second 


coat, and first coat of sign board color (on sign board) 24 hours later apply 
varnish color to body, and second coat sign board color, allowing 48 hours 
in which to dry. When 24 hours only have lapsed, letter car. Next, apply 
first coat of finishing varnish, allow 48 hours to dry and apply second coat 
of outside finishing varnish; allow four days to dry, when car is ready for 
service. 

All new work on roof is to be touched up with one coat of standard roof 
paint. After 24 hours apply one full heavy coat over entire roof. If new 
roof is applied the boards under iron are to receive one coat of mineral 
paint—new roof iron should receive three coats of standard roof paint, 
allowing not less than 24 hours between coats. 

After burning off and sand papering sash apply one coat of hard wood 
pfrimer. When dry, putty all open joints and defects, then sand paper and 
apply first coat sign board color. When dry, apply second coat sign board 
color, grain mahogany, and apply two coats of outside finishing varnish. 

Vestibule doors are to be treated in the same manner as sash. 

All new wood on platform and steps is to receive one coat of mineral 
paint, puttied, and one coat of flat truck color applied to whole, followed by 
one coat of standard truck enamel. All grease, dirt and loose paint is to be 
scraped and cleaned off trucks, which will then be touched up with flat 
truck color. The whole outside of truck is then to be given one coat of 
truck enamel and stencilled per standard practice. Inside of trucks when 
new is to be given one coat of mineral paint; outside face of platforms, 
steps and trucks two coats of varnish. 

One coat of engine black finish will be given hand rails. 

Irons under car are to receive one coat of standard iron black. 

All new wood in connection with deck and screens is to receive standard 
first priming, to be puttied, and one coat flat yellow body color applied to 
new work. The entire deck and screens are then to receive one coat of oil 
deck color. 

Inside: After car has been thoroughly washed inside—repairs made 
and necessary scraping done—apply one coat of properly colored filler to 
all wood work that has been scraped or renewed. When dry sand paper 
clean, stain to match, and apply one coat of shellac over stain, putty all 
holes and defects to match color of wood. Sand paper and apply second 
coat of shellac; this to be sand papered lightly and finished with two coats 
of inside finishing varnish. 48 hours to be allowed between coats of varnish. 
After sand papering, all other wood work to receive one coat of inside 
finishing varnish and allowed to dry three days. Rub to semi-gloss with 
rubbing^oil and fine pumice stone. Window stops, seat frames, inside. of 
sash and doors to be finished the same as interior of car with the exception 
of rubbing. No oil rubbing to be done below window sills. Seat castings, 
foot rests, truss planks, pipes and pipe guards to receive one coat of varnish, 
mahogany color. The floor to receive two coats of floor paint, all holes 
to be puttied on first coat. 



230 


New headlining applied will have applied one coat of mineral paint to 
the back of lining before placing in position, after which front side will be 
primed with outside first primer. When dry, putty all holes and defects. 
Then sand paper and apply two coats of standard head lining color—allowing 
48 hours between coats. Stripe ornament and apply two coats of inside 
varnish for finish. In handling old head lining, after properly cleaning 
with soap, pumice and water, the ornamentation when in good condition 
but the head lining color is bad, should be cut in with a match color of the 
head lining and varnished two coats. When ornamentation and color are 
both in poor condition, head lining should be well sand papered and given 
two coats of standard head lining color, redecorated and finished with two 
coats of inside varnish. The upper deck is to be varnished with the head 
lining and left in the gloss. 

Berth fronts in sleeping cars are to receive an additional coat of varnish 
and to be polished to a high gloss. 

(b) When Steel siding cars undergo medium repairs the method of 
painting will be as follows: 

Outside : Thoroughly wash car with oxalic acid, pumice, soap and water. 
Sand paper, scrape off all loose paint and corrosion to bright metal. Touch 
up all bare metal with metal body primer; when dry putty and knife in all 
defects. When dry, sand paper and coat all putty spots with standard yellow 
body color. After 24 hours apply one coat of standard yellow body color 
over whole body, allow 24 hours to dry, then apply one coat of varnish color, 
and allow 48 hours to dry. Apply red sign board color same as for heavy 
repairs, after which apply first coat of outside wearing body varnish. After 
48 hours apply second coat of outside wearing body varnish. After drying 
four days the car is ready for service. 

All new work on roof is to be touched up with standard roof paint; 
after 24 hours apply one full heavy coat of roof paint over entire roofing. 

Sash is to remain in oar, be sand papered, touched up, puttied and coated 
with balance of car, using two coats of sign board color. Sash to be var¬ 
nished with body of car. 

Deck and screens are to be touched up with metal body primer and when 
dry have one coat of oil deck color applied over entire deck and screens. 

Platforms, steps and trucks will have new wood and bare spots on plat¬ 
forms primed with standard mineral paint. Imperfections are to be puttied 
and touched up with flat truck color and then one full coat of standard 
truck enamel applied. All rust scale or foreign matter is to be removed 
from trucks which will then be touched up with flat truck color and one 
full coat of standard truck enamel applied. Stencil per standard practice. 
Outside face of platforms, steps and trucks will be given two coats of 
varnish. , j I . , j! 4 $ 

Handrails are to be blackened with standard engine black finish. Irons 
under the car are to be blackened with standard iron black. 


231 


Inside : After car has been washed thoroughly inside and repairs made, 
apply one coat of properly colored filler to all wood work that has been 
scraped or renewed. When dry sand paper clean, stain to match and apply 
one coat of shellac. Putty all holes and defects with putty to match wood. 
Sand paper and apply second coat of shellac and linish with one coat of 
varnish. Such other parts of interior as are slightly bruised to be sand 
papered, touched up with shellac and one coat of varnish applied. When 
dry newly varnished work to be oil rubbed with pumice stone, balance of 
car to be oiled off. 

When the head lining is in good condition apply one coat of interior 
varnish including upper deck. When the ornamentation is in good condi¬ 
tion and color is bad, it should be cut in with match ceiling color and 
varnished with one coat of interior varnish. When ornamentation and color 
are both in poor condition head lining should be given two coats of color, 
redecorated and finished with two coats of interior varnish. 

Seat Castings, Foot Rests, Pipes and Pipe Guards are to receive one 
coat mahogany or walnut color enamel, according to natural wood finish 
of car. 

All bare wood of floor is to receive one coat of standard floor color, 
allowed to dry, and have one coat of floor paint applied over entire floor. 

When in good condition in interior, but seat frames or window sills are 
bad, same to be scraped, refilled and varnished. Balance of car to be oiled 
off with oil polish. 

(c) Wood Siding cars, whether coach, sleeper, diner or private cars, 
when cars undergo heavy repairs, will be painted as follows: 

Outside : After paint has been burned off of body of car, sand papered 
and repairs made, car is to be primed with standard first primer. Kew 
wood to receive oil primer and sand papered work to receive hard wood 
primer. This is to stand four full days for drying. Before second coat 
primer is applied car is to be puttied on first coat. Putty all holes and 
rough places. Knife in all open grain wood and sand paper whole car. 
Second primer applied—allow 48 hours for drying. When dry, sand paper 
lightly and apply first coat, flat yellow body color—allow to dry 24 hours 
and apply second coat yellow body color—allow to dry 24 hours. Then 
apply varnish color—allow 48 hours to dry. Car is to be lettered on varnish 
color after 24 hours. First coat of red sign board color to be applied on 
first coat of yellow body color, followed by second coat of red sign board 
color after 24 hours. 'First coat of outside finishing varnish applied— 
allow to dry 48 hours and apply second coat outside body varnish—allow 
four days for drying, when car is ready for service. 

All new work on roof is to be touched up with one coat of standard roof 
paint. After 24 hours apply one full heavy coat over entire roof. If new 
roof is applied the boards under iron are to receive one coat of mineral 
paint—new roof iron should receive three coats of standard roof paint, 
allowing not less than 24 hours between coats. 


232 


After burning off ancl sand papering sash apply one coat of hard wood 
primer. When dry, putty all open joints and defects, then sand paper and 
apply first coat sign board color. When dry, apply second coat sign board 
color, grain mahogany, and apply two coats of outside finishing varnish. 

Vestibule doors are to be treated in the same manner as sash. 

All new wood on platform and steps is to receive one coat of mineral 
paint, puttied, and one coat of flat truck color applied to whole, followed 
by one coat of standard truck enamel. All grease, dirt and loose paint is 
to be scraped and cleaned off trucks, which will then be touched up with 
flat truck color. The whole outside of truck is then to be given one coat 
of truck enamel and stencilled per standard practice. Inside of trucks 
when new is to be given one coat of mineral paint; outside face of plat¬ 
forms, steps and trucks two coats of varnish. 

One coat of engine black finish will be given hand rails. 

Irons under oar are to receive one coat of standard iron black. 

All new wood in connection with deck and screens is to receive standard 
first priming, to be puttied, and one coat flat yellow body color applied to 
new work. The,entire deck and screens are then to receive one coat of oil 
deck color. 

Inside : The inside method of refinishing will be exactly the same as 
for steel cars undergoing heavy repairs. 

(d) When Wood Siding cars undergo medium repairs , the method of 
painting will be as follows: 

Outside : Car is to be thoroughly washed with oxalic acid, pumice soap 
and water. After all repairs have been made, sand paper, scrape off all 
loose paint. Touch up all bare wood with hard wood primer and prime 
with first primer all new wood applied. When dry putty all holes and 
rough places. When dry, sand paper, putty and coat new work with standard 
yellow body color and coat putty spots. After 24 hours apply one coat of 
standard yellow body color over entire car. Allow 24 hours for drying and 
apply one coat of varnish color. Apply red sign board color same as pre¬ 
viously described. Allow varnish color 48 hours for drying. After 24 hours, 
letter—apply first coat of outside finishing varnish—allow 24 hours for 
drying and apply second coat of outside finishing varnish—allow four days 
for drying, when car is ready for service. 

All new work on roof is to be touched up with standard roof paint; 
after 24 hours apply one full heavy coat of roof paint over entire roofing. 

Sash is to remain in car, be sand papered, touched up, puttied and 
coated with balance of car, using two coats of sign board color. Sash to 
be varnished with body of car. 

Deck and screens are to be touched up with metal body primer and when 
dry have one coat of oil deck color applied over entire deck and screens. 

Platforms, steps and trucks will have new wood and bare spots on plat- 


233 


forms primed with standard mineral paint. Imperfections are to be puttied 
and touched up with flat truck color and then one full coat of standard 
truck enamel applied. All rust scale or foreign matter is to be removed 
from trucks, which will then be touched up with flat truck color and one 
full coat of standard truck enamel applied. Stencil per standard practice. 
Outside, face of platforms, steps and trucks will be given two coats of 
varnish. 

Handrails are to be blackened with standard engine black finish. 

Irons under the car are to be blackened with standard iron black. 

Vestibule doors are to be finished the same as sash. 

Inside: The inside method of refinishing wooden cars undergoing 
medium repairs will be identical with that for steel cars undergoing medium 
repairs. 

(e) Open platform cars when cars undergo heavy repairs, will be 
painted as follows: 

Outside : After paint has been burnt off of body of car, sand papered 
and repairs made, car is to be primed with standard first primer. New 
wood to receive the oil primer and sand papered work to receive the hard 
wood primer. Allow this to stand four full days. Car is to be puttied on 
first coat. Putty all holes and rough places, knife in open grain wood. 
Sand paper whole car. Apply second coat of primer—allow to dry 48 hours. 
Sand paper lightly and apply one coat of yellow flat body color—allow to 
dry 24 hours. Then apply first coat standard yellow body color enamel— 
allow 48 hours to dry and apply second coat standard yellow body color 
enamel—allow 24 hours to dry and letter with yellow lettering enamel. 
After 24 hours apply one coat of outside finishing varnish to the letter 
board and numbers to protect against cleaning while car is in service. Four 
days after last coat of enamel is applied, car is ready for service. 

All new work on roof is to be touched up with one coat of standard roof 
paint. After 24 hours apply one full heavy coat over entire roof. If new 
roof is applied the boards under iron are to receive one coat of mineral 
paint—new roof iron should receive three coats of standard roof paint, 
allowing not less than 24 hours between coats. 

After burning off and sand papering sash apply one coat of hard wood 
primer. When dry, putty all open joints and defects, then sand paper and 
.apply first coat sign board color. When dry, apply second coat sign board 
color, grain mahogany, and apply two coats of outside finishing varnish. 

Vestibule doors are to be treated in the same manner as sash. 

All new wood on platform and steps is to receive one coat of mineral 
paint, puttied, and one coat of flat truck color applied to whole, followed 
by one coat of standard truck enamel. All grease, dirt and loose paint is 
to be scraped and cleaned off trucks, which will then be touched up with 
flat truck color. The whole outside of truck is then to be given one coat 


234 


of truck enamel and stencilled per standard practice. Inside of trucks when 
new is to be given one coat of mineral paint; outside face of platforms, steps 
and trucks two coats of varnish. 

One coat of engine black finish will be given hand rails. 

Irons under car are to receive one coat of standard iron black. 

All new wood in connection with deck and screens is to receive standard 
first priming, to be puttied, and one coat flat yellow body color applied to 
new work. The entire deck and screens are then to receive one coat of oil 
deck color. 

Inside : ( Coaches ). Car is to be thoroughly cleaned on the inside with 

soap and water. When car requires revarnishing, sand paper lightly all 
bruised and bare places, scrape, refill, stain, shellac and give whole car 
including lining and deck one coat of inside varnish and leave in the 
gloss. When varnish is badly checked and cracked in place of gloss 
varnish, substitute semi-gloss or flat varnish. If car is in good condition 
but seat frames and window sills are bad, same are to be scraped, refilled 
and revarnished and balance of car is to be oiled off with standard oil polish. 

Seat Castings, Foot Bests, Pipes, etc., are to receive one coat of mahogany 
or walnut color enamel according to natural wood finish of car. 

All bare wood of floor is to receive one coat of standard floor color, 
allowed to dry and one coat of floor paint applied over entire floor. 

(f) When Open Platform cars undergo medium repairs, the method of 
painting will be as follows: 

Outside : Car is to be thoroughly cleaned with oxalic acid, soap, pumice 
and water. After all repairs have been made sand paper and touch up with 
hard wood primer all bare wood. All new wood is to receive one coat first 
primer. When dry necessary puttying only will be done. When dry, sand 
paper putty and coat putty spots with first coat yellow body color, or if old 
paint is dried out apply first coat body color with a little boiled linseed oil 
added to it over the whole body. Allow 24 hours to dry—then apply one coat 
of standard yellow body color enamel—allow 48 hours to dry and apply 
second coat yellow body color enamel. After 24 hours letter with yellow 
lettering enamel. Allow to dry 24 hours and apply one coat of outside 
finishing varnish to the letter board and number to protect against cleaning 
while car is in service. 

All new work on roof is to be touched up with standard roof paint; 
after 24 hours apply one full heavy coat of roof paint over entire roofing. 

Sash is to remain in car, be sand papered, touched up, puttied and 
coated with balance of car, using two coats of sign board color. Sash to be 
varnished with body of car. 

Deck and screens are to be touched up with metal body primer and 
when dry have one coat of oil deck color applied over entire deck and 
screens. 


235 



Platforms, steps and trucks will have new wood and bare spots on plat¬ 
forms primed with standard mineral paint. Imperfections are to be puttied 
and touched up with flat truck color and then one full coat of standard 
truck enamel applied. All rust scale or foreign matter is to be removed 
from trucks which will then be touched up with flat truck color and one 
full coat of standard truck enamel applied. Stencil per standard practice. 
Outside face of platforms, steps and trucks will be given one coat of varnish. 

Handrails are to be blackened with standard engine black finish. 

Irons under car are to be blackened with standard iron black. 

Inside: {Coaches.) The method of refinishing the interior of open 
platform coaches undergoing medium repairs will be the same as for open 
platform coaches undergoing heavy repairs. 

(g) Express, Mail and Express, Mail and the Express End of Passenger 
and Express cars will have the interior handled as laid down herein. The 
exterior of these cars will be handled in accordance with the previous 
instructions for the particular class of car involved, but the interior is to 
be thoroughly washed with soap, pumice and water. All bare or bruised 
wood is to be touched up with white lead paint and puttied where necessary 
with white lead putty. The upper ceiling, deck and lower ceiling are to 
receive one or two coats of Ho. 104 standard ceiling color. The side walls 
will receive one or two coats of Ho. 105 standard side wall color as necessary. 

Steam Pipes and Truss Planks are to receive one coat of standard truck 
enamel. 

Mail Tables, Mail Counters, Paper Slides and Stops and Face of Letter 
Cases of hard wood and all Mailing Furniture where they are now natural 
wood should be shellaced and varnished. 

Metal Letter Cases that are now aluminized are to be re-aluminized. 

Mail Packs and other small iron work are to receive one coat of black 
varnish color (semi-gloss). 

Safety Rods in mail oars are to receive one coat of black varnish color 
(semi-gloss). 

Baggage Car Fish Beds and Fish Racks are to be painted standard min¬ 
eral color. 

(h) Express Refrigerator Cars when undergoing repairs will be painted 
as follows: 

Oars are to be thoroughly washed on the outside with oxalic acid, soap, 
pumice and water. Inside washed clean with soap and water and disinfected. 
Sand paper the outside. Dig out all loose putty. Touch up bare spots with 
hard wood primer and prime any new wood with first coat primer. Putty, 
sand paper and give entire body one coat standard yellow flat body 
color—allow 24 hours to dry. Then apply one coat of standard yellow body 
color enamel—after 48 hours apply second coat of standard yellow body 


I 


236 

color enamel. Allow 24 hours to dry and apply two coats of standard yellow 
lettering enamel and edge with oxide red striping color and all letters and 
numbers are to be stencilled. 

Apply two coats of our standard No. 5 freight car paint to roof. 

Trucks are to be sprayed with standard iron black. 

Apply one coat of iron black to underframe and all irons under car. 

All new wood is to receive one coat of boiled linseed oil, allowed to dry 
and two coats of mixing varnish applied. All old interior is to receive one 
coat of mixing varnish. 

Para. 4 GENERAL STANDARD PRACTICES 

Sub-para. (I) PREPARING AND RECLAIMING JOURNAL 

BOX PACKING 

There is no field opened by one single item in which such scope for im¬ 
provement offers as in the handling of journal box packing. The methods 
used generally give only a percentage of the required standard of efficiency, 
and as a result contribute largely to the epidemics of hot boxes which 
embarrass our operations from time to time. 

These instructions tare therefore to be rigidly observed and report made 
in any cases where difficulty is found in following them. 

In preparing new waste for freight car journal box packing, a known 
quantity (say 50 lbs.) will be taken and carefully pulled apart, and placed 
in ta clean preparation vat, free of any oil. In pulling packing apart it 
should be rolled up very loosely, somewhat in the form of balls, so that 
long strands will not run through a pile of prepared packing and finally 
go into a journal box in such a way as to offer every chance of a waste grab. 
This does not mean a labored process. A small handful of waste should 
be grabbed with one hand, and with the other the long hanging threads 
quickly and loosely wound around it. Temperature of room must not be 
less than 70 degrees, preferably 85 or 90. Pour evenly over the waste oil in 
the ratio of four pints to each pound of waste. Oil should be drawn off 
from the bottom of the vat and poured over the top again, four times daily. 
Where vats are so constructed that oil cannot be drawn off from the bottom, 
waste will be placed directly into the oil and allowed to soak. At the end 
of 48 hours waste—which, in the case of freight, is cotton, and retains oil 
nearer the surface than wool—is ready for draining. Draining will be 
done by placing on rack, heaped to a depth of not more than 7 or 8 inches. 

In handling old packing, first pull it apart, fill vat to a depth of 6 or 8 
inches with oil, which is to be made as warm as possible without foaming, 
and waste taken a little at a time and whirled around in the hot oil so as 
to describe a figure eight. This should be done in such a way that waste 
will string out and, tail-like follow the fork, without in any way coming 
into contact with the bottom of the vat. Each fork of waste so handled 
will be placed on the rack in such a way that it will drain readily; to obtain 
good results it should not be heaped deeper than 7 or 8 inches. Packing 
is then ready for use. 


237 


If the right class of labor can be obtained, the screen should be removed 
from the bottom of the vat, as it only becomes blocked up with short pieces 
of waste, and dirt remains on top. If, however, only poor class labor is 
available, it is better to leave the screen in, and make the packing preparer 
comb the screen with the end of his fork every half hour. Each morning 
before commencing handling more packing a shovel must be taken, and the 
accumulated dirt at the bottom of the vat very carefully picked up and 
placed in a gunny-sack suspended above the vat in such a way that the oil 
may drain back. When the screen is used it will be removed before attempt¬ 
ing to pick up the dirt as described. The dirt collected in the gunny-sack 
will be dropped into casks, which, when sufficient are filled, will be emptied 
out during a fine day and babbitt recovered. All babbitt recovered by this 
means will be shown on Savings Eeports each month. 

Yats are to be completely cleaned out periodically. The length of time 
between cleanings will vary in accordance with local conditions. At small 
points once a month will suffice, but at shop points and places where vats 
are in constant use, it will be necessary every week or 10 days. Before 
cleaning out a vat the oil should be allowed to get as low as possible, then 
drained off, and vat thoroughly cleaned out. The oil drained off will be 
strained through a double layer of fine muslin or cheesecloth, or filtered by 
some similar process, and then used for lubricating center bearings, coating 
stored axles, etc. 

Oil houses must be kept scrupulously clean, free from dust, and nothing 
allowed to be thrown in with packing that might carry any dirt. Oil houses 
are to ‘be regarded more in the light of laboratories for the scientific prepar¬ 
ation of packing than “dope shanties.” A metal container or suitable 
receptacle should be available for the storage of rolls that have been made up 
of dry waste, after which they are submerged in oil. These rolls, measuring 
approximately 11 inches by 2*4 inches in diameter, do not carry much oil, 
and are ready for immediate use, and are placed in the back of the oil box 
in such a way as to assist in excluding dirt. 

Nothing but a standard dope bucket is to be used for carrying packing 
to the cars, and after a train has been gone over all packing remaining must 
be returned at once to the storage tank until next train arrives. 

In handling passenger car packing the same procedure will be fol¬ 
lowed. Waste will be pulled apart and wound into balls as described. 
In washing old packing the work must be very carefully carried out, other¬ 
wise the waste—being a mixture of 50% wool and 50% cotton, machine 
mixed—will continue to hold the dirt. 

The necessity for keeping oil houses in perfect condition, and carefully 
following these instructions, is repeated. Our equipment operates through 
country varying in the course of a few hours’ run from sand and dust to 
rain and snow, and epidemics of hot boxes are unavoidable until every point 
on the system produces and uses nothing but perfectly clean packing, thor¬ 
oughly prepared. 


238 


Sub-para. (II) PACKING JOURNAL/ BOXES 

The prepared packing will be taken to side of car in a standard dope 
bucket. A standard packing iron is to be used, with a sharp end, and the 
forked end of this packing iron should be maintained in its original condition 
at all times, as continual use wears down this end. The packing iron should 
also have a lug about 12 inches from the hand hold which is used to open 
box lids. A suitable pulling hook should be carried by each dope man. 





Figure 2 















































































































239 



MKSffiaS22222S 









The first waste introduced into the journal box must be a small quantity, 
wrung moderately dry, twisted and packed up tightly around the axle at the 
back end of the box to assist in forming a dust guard. (See figure 1.) 
After this, packing should be introduced in small bunches and packed firmly 
enough to prevent its falling away from the journals, but not so tightly 
as to squeeze out the oil. The packing should be kept one inch below the 
brass on the sides of the journal, and should be flush with the end of the 
journal. (See figure 2.) After the box has been packed in this manner, 
a bunch (or plug) that must be distinct and separate from, and have no 
thread connection with the packing under the journal, should be applied 
in the front end of the box. (See figure 3.) It should not come up higher 
than lower part of collar. No threads of waste should protrude from either 
end of the oil box. 

When the movement of cars is reversed while en route, it is found that 
the packing works to the rising side of the journal in a great many instances 
and will remain in that position in the reverse movement, if not adjusted, 
causing journals to heat, as packing in this position will not readily feed 
oil to the journal. 

Sub-para. (Ill) JOURNAL BRAKINGS 

Improperly or carelessly applied linings to journal brasses have a far 
reaching effect. Trucks may be built and finished in a first class work- 



















































240 


manlike manner, wheels properly taped and mated, and bearings properly 
fit boxes and wedges. However, if the lining in the brasses has been put 
in carelessly and out of center as much as one-sixteenth of an inch or the 
extreme of one-quarter of an inch, which inspection has proven in many 
cases, the effect that it has on the wheel flange, rails, switch points and 
frog cannot be other than destructive. 

If, for comparison, two brasses with the same defects were to be put in 
oppositely at the two ends of axle, it then doubles the angle of error between 
the wheels and the rail.' This condition is liable to lead to a derailment, 
owing to the fact that the brasses are lined out of center, making the wheels 
lead to one side and crowd hard against the rail, while a switch may be set 
to lead wheels to the opposite side to which they are crowding. In such a 
case if the wheels and switch points are partially worn and the car is a little 
close on side bearings a combination is set up which is hard to overcome 
.and which is very liable to cause a derailment. 

Cut flanges will also result and this extra friction is just as bad as brakes 
hugging the wheels to a certain extent and causes train to drag heavily, and 
more power, fuel and time is required to get over the road. 

Hot boxes are also invited with resultant delays and inconvenience. 

Two vital factors must be given consideration in lining brasses, the 
handling of the babbit and application of same. A common error is to 
apply babbit at improper temperature, and another is applying the babbit 
at an angle in brass due to incorrect setting of the brass on the mandrel. 
This causes improper bearing, acting the same as a pinched brass, and will 
invariably cause a hot journal. 

If the lining metal should happen to be too soft, the unequal distribution 
of the bearing metal in the brasses, will mean that the axle bearing will be 
at the point where the metal is the thickest, thereby causing it to slough out 
until an even bearing for the journal is reached. 

The same general practice in babbitting is usually followed, but there 
is often a tendency to neglect details in connection with such points as: 

1. Properly cleaning and tinning shells. 

2. Preheating of mandrels and shells before babbitting. 

3. Correct temperature of the alloy. 

4. Handling and pouring of alloy in shells. 

The tinning alloy, half and half solder, should be melted in an iron or 
steel pot in which the temperature of the metal should be maintained 
between 770 degrees and 824 degrees F. If the pot is used only occasionally 
the melted alloy should be covered with sawdust or charcoal to prevent the 
formation of dross. The metal should be stirred frequently when being 
used and always before using, after it has stood for any length of time in 
a molten condition. 


241 


The operation of tinning shells that are to be babbitted consists of 
coating the surface to be babbitted with a thin film of half and half solder. 
Swab parts to be tinned with zinc chloride and then dipped into tinning 
solution. Leave the shell in the pot until it is just hot enough for the 
tinning alloy to run off. Remove the shell from the pot and thoroughly 
rub the surface to be tinned with zinc chloride, making sure that all parts 
have a thin coating of the alloy and that no spots are left on the surface 
to be babbitted. Immerse the shell again in the tinning alloy to remove 
the acid left from the swab and do not swab or otherwise touch the tinned 
surface again but babbitt immediately. 

Mandrels used in babbitting should be heated to prevent chilling of the 
babbitt when poured and should be coated with a thin wash of red clay 
mixed in water to prevent the babbitt from sticking to the mandrel and to 
prevent blow-holes in the babbitted lining. This coating may be applied 
with a brush or a swab and should be done before babbitting each shell. 
Best results can be obtained by preheating mandrels from 212 to 257 
degrees F. 

The bearing metal must not be allowed to become hotter than 914 
degrees F. at any time and it should not have alloys mixed with it. 

Mix the metal thoroughly from the bottom of the pot as soon as melted, 
again at frequent intervals when being used, and always just before using 
after the metal has been standing in a molten condition for any length 
of time. If the pot is used only occasionally, cover the babbitt with sawdust 
or charcoal to prevent the formation of dross. 

Pour all bearings in a vertical position and pour in a steady stream 
directly along the mandrel to avoid pocketing the air. Small blow-holes, 
if few in number should be filled in with the babbitting metal by the use 
of a hot soldering iron. 

If the blow-holes are large in size and number, or if same have formed, 
the lining should be melted out and the bearing re-babbitted. 

Do not use a coarse rasp to round the fillet as this causes it to become 
too rough. 

If a small line shaft is available, a disc with a crank pin connected to 
a rod and terminating in a flat perforated plate can be employed to furnish 
an up and down movement in the pot to agitate the metal. 

Drawings 0-458 and D-761 accompanying M. E. Circular Letter 1055, 
show a mandrel, in which it is next to impossible for the operator to get 
brass out of line, or to have any taper. The guides on the side of the 
mandrel are for the edges of the brasses to rest on, causing the lining to 
be parallel with back of brass and avoiding the likelihood of a tapered 
lining. It is only necessary to have burrs brushed off of the edges of the 
brass where it bears on guides to insure a correct alignment. The centering 
feature is a “V” block placed at the end of a guide bar that rests in the 
bearings, which are in line with the center of the mandrel. This “V” block 
has four bearing strips, two at the top and two at the bottom, these being 


242 


thick enough to allow for the height of the keeper lugs on engine truck 
brasses. The drawings show a hand operated machine; however, it can 
readily be arranged to operate with air. 

Sub-para. (IV) APPLYING BRASSES 

Brasses are either solid or filled, the latter being distinguishable by 
the letter “F” stamped on the crown surface. In applying first see that 
the wedge rests on the crown of the brass with some clearance on the sides. 
All new journal bearing wedges have a crown of almost 1/16", and this 
should be maintained in order to obtain good results in service. Wedges 
having crowned top surface worn flat and smooth for a length from front 
to back of more than 4 inches should be removed and replaced with new 
wedges where practicable. 

Next cover the surface of the brass with a thin coating of oil, which 
should be squeezed from the packing or poured direct from the can, and 
move brass back and forth a few times on the journal. Remove carefully 
and if face shows that it bears on edges of the brass, the brass is too small 
in radius, which would cause it to heat. If the brass bears along the crown 
for its whole length and from l ] /o to 2 inches in width and clear of contact 
at the edges, it is of proper size. The face of the brass should be oiled 
before applying, by squeezing oil from the packing. Do not wipe with oily 
waste. 

Apply the wedge on top of the brass after the brass has been placed on 
the journal and be sure that the wedge is back in proper position and not 
resting on the lugs which hold it in position in the crown of the journal 
box. In lowering the journal box, be sure that the wedge and brass are 
properly seated. 

Sub-para. (V) TREATING HOT BOXES IN YARDS AND 

DEPOTS 

Remove packing, placing in clean bucket, jack up car, remove brass 
and wedge. Examine journal, replace brass or put in new one, and repack 
box. (Details given under “Journals’,, in paragraphs dealing with in¬ 
specting freight and passenger trains, Section I.) 

a 

Sub-para. (VI) TREATING HOT BOXES EXROUTE 

In laying down a method of treating hot boxes for train crews, the 
following should be remembered:—Prepared packing and tools are assigned 
as a part of the train equipment; they consist of a standard bucket, packing- 
iron and hook. Trainmen should see that the packing is protected from 
dirt and water. 

It should be the duty of the trainmen when taking cars at points where 
there are no car inspectors to examine the journal boxes and see that they 
are in proper condition for safe movement. A little time and attention 
may save the annoyance of a hot box and serious detention to the train. 

When there is evidence of a journal heating, open the box lid, insert the 
packing hook along the journal to ascertain if the packing is in contact with 


243 


the journal for its entire length and that the journal is not cut. If the 
packing is not in contact with the journal and the journal is not cut, add 
fresh packing, if necessary, or raise the packing in the box as described, 
so that it may have proper contact with the journal. If it continues to heat, 
a new brass should be applied. 

In applying a new brass, first remove the packing from the box, placing 
it in a bucket, or in some other manner protecting it so that it will not 
come in contact with the ground; then jack up the box. Frequently when 
jacking up the box, the wheels will rise from the rail, holding the brass 
and wedge against the crown of the box. A block plated from top of the 
wheel to the sill of the car will prevent this. When the brass and wedge 
are free from weight, insert the packing tool along each side of the brass 
and pull the brass and wedge forward out of the box; this is done to keep 
the brass from turning to the under side of the journal and dropping to 
the bottom of the box. Packing removed from the journal and not used 
in the repacking of the box should be returned to the point designated by 
official order of the respective division. 

When water is used for cooling, it should not be applied until the journal 
has cooled to a low temperature, and should not be used until brass has 
been removed. If a journal was of red or white heat, notice should be given 
at the end of the run or at the point of cut-out, if the car is cut out, that the 
journal has been cooled by water, in order that it may be removed at the 
first opportunity. This can best be shown on Train Inspection Certificate 
Form No. 975, carried with each train. 

Carefully examine the journal with the packing hook to determine 
rough or cut places. Condition of journal should be mentioned on report 
of hot boxes. 

If the car having a hot box is set off at a siding, or brought into a 
terminal, the box should be plainly marked by the trainmen in the absence 
of an inspector. This mark must remain thereon until removed by the car 
inspector or repairer after the box has been properly cared for. A box thus 
marked will indicate to the car inspector or repairer that it has given 
trouble on account of heating and requires attention. 

(It should be noted that car inspectors have explicit instructions not to 
attempt to cool a red journal with ice or water until 10 minutes after dis¬ 
coloration has disappeared.) 

Sub-para. (VII) STENCILLING JOURNAL BOXES 

REPACKED 

Boxes repacked are to be stencilled as shown in blue print accompanying 
M. E. Circular Letter 1035. (Boxes are to be repacked at periods of not 
more than 12 months—system cars 9 months whenever practicable.) 

Sub-para. (VIII) JOURNAL BOX LIDS 

In order to reduce to a minimum the number of hot boxes and cut 
journals, occasioned by loose and poor fitting journal box lids, the type 
of lid as shown on sketch accompanying M. E. Circular Letter 1054 is to 


244 


be used hereafter on all Tenders, Passenger Cars and System Freight Cars 
receiving class A, B, and C repairs, and new freight cars. 

Where other repairs are given system freight equipment, and on all 
foreign freight cars where journal box lids are applied, the M. C. B. type 
of ordinary pressed steel hood type lid should be used. 

Quantities of these can be reclaimed from the equipment as indicated 
above, which will receive the new standard hoodless lid. 

When journal box lids are applied to system equipment they are to have 
the bolt rivetted over in all cases. (“Asco” journal box lids are now our 
standard.) 

Sub-Para. (IX) HOSE FASTENERS 

The life of hose can be materially increased by the use of proper 
couplings and method of application of same, particularly on cut lengths 
of steam, washout, air, oil, wdter and miscellaneous hose used around 
shops, roundhouses and yards, etc. 

It is most important that rubber cement be used freely on any couplings 
to be inserted in any hose. Couplings are usually larger and sometimes 
more than Vs inch larger than the inside diameter of the hose and when 
the hard metal of the coupling is forced into the hose, it is very easy to 
injure the inner tube of soft rubber. The injury to the inner tube of rubber, 
even to the smallest pin point, will allow whatever the hose is carrying, 
whether it be air, water or steam to work in between the tube or lining and 
the duck, and the hose is thus ruined and put out of commission with a 
collapsed tube, perhaps five to thirty feet away from the coupling end. 

Othes causes of this same trouble are couplings used that have sharp 
edges on the sides or at the end. Never should a coupling be used that 
has any cutting surface on the outside that could possibly injure the lining 
or the inner tube of rubber. It is most important that all couplings should 
be smooth and free from any sharp edges or corners. 

The application of the outside clamps is most important. On large 
size hose, also on all steam, washout, air and oil hose, two clamps should 
be used and the last clamp applied to the end of the shank of the coupling, 
should never be applied further than i /2 inch back from the edge of the 
end shank of the coupling that is inserted into the hose. 

Sub-Para. (X) MOUNTING AIR HOSE 

We have experienced some delays on account of air hose nipples 
breaking off at the angle cock. Investigation developed in one case that 
only two threads were engaged and that the nipple was prevented from 
entering the angle cock any further on account of the rust accumulated 
on the threads. On a test made at one point it was found that the nipple 
would enter the angle cock an average of three additional threads when 
the rust was cleaned off the threads. 

In future when reclaiming air hose nipples a die should be run over 
the thread to remove the rust and at points where angle cocks are repaired 


245 


the thread should be retapped for the same purpose, care being exercised in 
either case to not remove any of the metal. The threaded portions should 
be lubricated before placing in stock. 

Sub-para. (XI) REMOUNTING CAST IRON AND CAST 

STEEL WHEELS 

Gauges to be used in connection with the remounting of cast iron and 
cast steel wheels, together with instruction for their use, are shown in 
sketch accompanying M. E. Circular Letter 196 

Sub-para. (XII) APPLYING WHEELS 

When applying wheels to a car the journals must be thoroughly cleaned 
(rasp or emery paper not to be used). All information given under 
“Wheels” and “Axles” in Section I to be practically applied. Journals 
not to be wiped with oily waste, but a fine film of oil to be provided by 
direct pouring. Tight fitting dust guards to be applied with new wheels. 

Sub-para. (XIII) ASCERTAINING AMOUNT OF SERVICE 

METAL IN STEEL WHEELS 

The methods of ascertaining the amount of service metal remaining in 
wrot steel or steel tired wheels removed from service has not been generally 
satisfactory. In order to obtain the desired results it has been decided to 
supply all shop points with a special gauge, as per cuts below, for the express 
purpose of deciding amount of service metal remaining prior to turning wheel 
in lathe to restore full flange contour. These gauges have been obtained at 
heavy expense, and the Foreman or General Foreman to whom issued will 
be held personally responsible for the safe custody of the gauge in question. 
Outside points removing steel wheels will forward them at once to the 
nearest shop point, where they will be gauged without delay and advice of 
result forwarded by first mail to permit of completion of A. R. A. billing. 



Figure 1 


The method of using this gauge is (see Fgure 1) to swing pointer A to 
right. Place gauge over wheel with face B and point C in contact. Swing 







246 


A to engage limit or wear groove. Push the four sliding pointers down to 
the wheel. Eemove gauge from wheel. Next (see Figure 2) move sliding 



Figure 2 

front plate downward until its lower edge coincides with the lowest point 
of the four sliding pointers. Scale D shows that 3/16" must be removed 
at point C to restore standard contour. Scale A shows that there will be 
%" of service metal remaining after standard contour has been restored. 

Sub-Para. (XIV) MACHINING AND MOUNTING OF 

WHEELS AND AXLES 

In the past insufficient study and care has been devoted to the correct 
machining and mounting of wheels and axles. Tests conducted by various 
railroads, universities, and manufacturing concerns have developed sur¬ 
prising results. For instance, it was found that wheels marked of equal 
tape were as much as 3/16" or off. On a straight track, wheels that 
are not of the same circumference do not develop much trouble, but when 
a pair of mismated wheels come to a curve and the big wheel is on the 
inside it makes a great deal of difference to the wear of the wheels. With 
%" difference in wheels on a 3% curve there is 20% more friction than 
would have been had the wheels been properly mated. So many other 
troubles have developed on railroads directly and indirectly as the result 
of the incorrect mounting of wheels, that some manufacturing concerns 
have employed experts to do nothing but go around to the different railroads 
using their wheels, and check and instruct them in the correct mounting 
of wheels. 

In order that we may have a uniform procedure on our road the following 
is laid down as the result of experience and discussion at our 1921 Staff 
Meeting and also at the Car Foremen’s Association of Chicago. It must be 
read in conjunction with Chapters 9 and 10 on wheels and axles, respect¬ 
ively. 













247 


In handling cast iron wheels a close watch should always be kept for 
the wheel which has a hard hub which almost invariably comes in a low 
tape measurement. The hub is usually full of blow holes and it is a 
dangerous wheel to apply and while good judgment should be used unduly 
hard hub wheels should generally be rejected. 

Wheel shop foremen should check the chucks of their boring mills not 
less than once a month to be sure that the jaws of the chucks are perfectly 
true. In placing a wheel in the machine the operator should, after closing 
the chucks, see that he has a five point contact to the flange of the wheel. 
If not, he should examine the wheel for a warped flange. 

When boring a cast iron wheel the operator in starting the cut should 
feed the reamer by hand until the cutter gets properly started. Unless this 
is done the cutter will tend to follow the bore of the wheel and if the core 
is out of center and the cutting is begun by jamming the cutters to the wheel 
and throwing in the feed, the tendency would be to follow the bore, whereas 
by starting the machine by hand the cut is brought much nearer central 
although it will not insure it being perfectly true. In taking the second 
cut what little the wheel is out of true is corrected and for this reason 
alone it is quite necessary that in boring a cast iron wheel it be done in 
two operations. The second operation is also intended to give a more 
accurate axle fit and it lias been found that an allowance of six one-thous¬ 
andths of an inch (varying according to elasticity of wheel) will give the 
correct pressure when fitting the wheel to the axle. Wheels should be 
champfered after making the second cut. Wheels should be bored in pairs, 
that is to say, two wheels of the same type should be bored for application 
to the one axle. 

The journaling of axles whether new or second hand will consist of the 
following machining which must be most carefully done: 

A roughing cut 

A finishing cut with water 

Rolling the journal. 

The journal should be smooth, perfectly round, and not tapered in any 
way and the fillets must be smooth. 

It is important to consider that good work cannot be done without good 
tools. Proper shop practice will not permit machinery to be in bad repair. 
The importance of true and properly fitting lathe centers cannot be over¬ 
estimated, as during their life axles may be turned on a number of different 
lathes. If the lathe centers are not true or their angle is not uniform, it 
will be found impossible to do good work. An instance has been noted 
where a few axles were about .010" out of round, and an investigation 
showed that the lathe in which they were turned had centers with an angle 
of about 85 degrees, which the axles had been centered to 60 degrees. As 
a result the axle only rested on the lathe center at the end or had a circular 
line bearing. This line bearing soon wore uneven, allowing the axle to 
work back and forth, and was responsible for the eccentricity of the axle. 


248 


An examination of the centers in axles will frequently show the result of 
turning on lathe centers of different angles. The axle centers will have 
the appearance of having been made with a very badly ground centering 
tool. Some shops are provided with a special grinder designed so that the 
centers will always be ground on a 60 degree included angle, being thus 
purposely made to avoid the possibility of setting incorrectly. While the 
saving due to its use cannot be estimated in dollars and cents, there is no 
question but that the better work would justify the cost, especially in the 
larger railroad shops. However, this machine may not always be necessary, 
but each shop should have center gauges, and these gauges should be 
frequently tried on centers, and when the latter are found to be incorrect, 
they should be repaired at once. 

Alignment of axle lathes is also a point that does not always receive 
the attention that should be given. Tapered wheel seats are often obtained 
on lathes on account of poor alignment and are likely to cause improper 
fits when mounted with wheels, which are therefore liable to become loose 
in service. There is also the possibility of the hubs of the wheels bursting 
when pressing on, and therefore alignment of axle lathes is a matter which 
should receive the closest possible attention in all shops. The importance 
of keeping a lathe in alignment can be appreciated when we consider that 
to mount a steel wheel having a 7" bore or a chilled iron wheel of the same 
size, the axle must be about .007" and .015", respectively, larger than the 
wheel bore. Each .001" will affect the mounting pressure about 10 per 
cent. Wheels have been removed that had a bearing for a part of their 
length, owing to taper-turned axles, and while the wheels did not come 
loose in service, it is a condition which, if known to exist, is cause for 
anxiety. A very satisfactory test for lathes is to take two or three light 
cuts across the length of the wheel seat and measure the diameters with 
micrometer calipers. 

It has been found that the best results obtain from a smooth fit of the 
axle. Where a rough fit is used, incorrect tonnage is recorded in pressing 
on the wheel as the wheel plows down the ridges formed by the tool in 
making the rough fit and in dismounting the same pair of wheels a very 
heavy drop in pressure will remove them which is an undesirable condition. 

The pressure at which cast iron wheels are to be mounted are as follows: 


Axle 

Wheel Seat Diameter 

Minimum 

Maximum 

A 

5y 8 " 

30 

45 

B 

5%" 

35 

50 

C 

6y 2 " 

40 

60 

D 

7 " 

45 

65 

E 

7%" 

50 

70 

These pressures 

should not be reduced 

nor exceeded. 



At a number of shop points on the system automatic mounting recording 
gauges are provided and these show correctly not only the pressure exerted 
in mounting a wheel but also whether there are any defects in the wheel 
fit. A good fit will show on the record card a perfectly straight line 
moving upwards and continuing as long as the pressure is on, but erratic 


249 


if the fit is uneven or irregular. It is intended ultimately to provide all 
points with these gauges, but until they become available a number of 
points have to depend upon the ordinary gauge and in this respect it must 
be understood that where the indicating hand moves back and forth vibrat- 
ingly between say 50 and 55 tons, the pressure must not be recorded at 
55 tons but at a point midway between the highest and lowest point, viz.: 
52y 2 tons. 

Before pressing a pair of wheels a good coating of white lead and oil 
must be painted on the inside of the wheel fit as well as on the axle fit to 
overcome the danger of the wheel chafing and piling up metal in front 
of it during mounting, falsifying the mounting pressure and causing the 
possibility of a loose wheel. 

A pair of wheels must be mounted perfectly central otherwise sharp 
flanges will result and there is a danger of the wheels climbing frogs and 
leaving the track when operating around curves. 

After a pair of wheels is mounted the operator should test the wheels 
to see they are not crooked on the axle; this is done by tramming on the 
top and two sides of the wheels before removing them from the wheel press. 
A three point tramming is always necessary. 

The shop foreman must check the mounting operator daily to see that 
wheels are mounted perfectly central. It is also necessary to check the 
gauge used for mounting press and see that it conforms with the following 
dimensions: 

Inside gauge of flanges (back to back) Min. 4' 5&" 

Gauge of wheels (face to face) of flanges at point %" above base. Nor.. .4'711" 
Check gauge distance (back of one flange to face of other) Max. 4' ti'fi" 

The above dimensions are for all wheels cast since January 1, 1908, 
and some shops did not change their practice when new rules came out, 
still following the old, even though there is a difference of 15/64" in 
distance. 

Thicknesses of flanges of wheels fitted on same axle should be equal 
but must never vary more than 1/16". 

Wheels should be mounted to the “check gauge distance” of 4' 6-29/64". 

Wheel seats should never be less than limits prescribed, and should be 
of uniform diameter, smooth and free from ridges, so as to provide a full 
even bearing of 7". 

Prick punching or shimming the wheel fit is not permissible and tapered 
fits shall not be used. 

The mounting of rolled steel wheels is the same as for cast iron wheels 
with the exception that the pressures to be used are: 


Axle 

Wheel Seat Diameter 

Minimum 

Maximum 

A 

5 Vs" 

45 

60 

B 

5%" 

50 

70 

C 

6V," 

60 

80 

D 

7 " 

65 

85 

E 

7%" 

70 

95 




250 


When steel wheels are removed from foreign equipment we have to 
state in connection with our A. E. A. billing how much service metal was 
in the wheel when removed and how much service metal will be in the 
wheel after it has come from the lathe. To permit of this information 
being available before the wheel is actually turned down all shop points 
have been provided with a special gauge described in sub-para. 13 of this 
paragraph. 

In order to insure accuracy in the use of this gauge all that is necessary 
in addition to complying with the instructions laid down in connection 
with the gauge in question is for the machine shop inspector to check cor¬ 
rectness of the witness groove. On a 33" rolled steel wheel this should 
be 29%" and on a 36" wheel, 32%". Provided these measurements are 
checked and the gauge specially provided is intelligently used, no difficulties 
should arise in connection with the handling of rolled steel wheels but it 
should be observed that in turning down our own steel wheels which have 
a sharp flange on one wheel only it is provided that the minimum full flange 
contour provided by A. K. A. rules will be restored to the wheel turned 
down to 1/32" greater diameter than the mate wheel, which, in turn, will 
have the maximum flange contour allowed by A. R. A. rules provided in 
the turning down. 

In handling cast steel wheels the mounting pressures will be the same 
as for rolled steel wheels and the procedure for boring and mounting the 
same as already described. When 'any of these wheels are removed from 
service on account of sharp flange or flat spots they should be sent to 
Milwaukee shops to be handled. The flat spots will be corrected or filled 
up by welding, using a portion of the flange of a discarded wheel to make 
the weld which has been found to be satisfactory providing the newly applied 
metal is flattened down with a hammer as added to the wheel. Sharp flange 
wheels are shipped periodically to the makers, who grind them down for 
us without charge. 

In inspecting cast iron wheels, new or second hand, offered by machine 
shops for service the following must be noted. 

Thickness of flange of two wheels on same axle shall not exceed the 
sum of one normal (1-15/64) and one maximum (1-19/64) flange or a 
sum of 2-17/32". 

New wheels on same axle must be of same circumference (within %" 
variation) determined by noting tape size. These tape sizes are stencilled 
in white lead on outerplate and new wheels should occasionally be checked 
up as to correctness of tape markings to ascertain actual conditions. 

Make careful inspection of hub, front and back plates, particularly at 
core leg hole and chaplets to observe that no cracks obtain due to axle 
pressure. 

Where wheels are mounted on new axles, the axles should conform with 
the following new dimensions: 


251 



Dia. 

Length 

Axle 

Wheel 


.Length 

Cap. 

Jrnl. 

Jrnl. 

Center 

Seat 

Collar 

over all 

40 M 

3% 

7 

4 % 

5% 

% 

6' 11% 

60 M 

4 % 

8 

4 % 

5% 

% 

r 0 y 4 

SOM 

5 

9 

5 % 

ey 2 

% 

7' 2 % 

100 M 

5 y 2 

10 

5V 8 

7 

% 

r 4% 

140 M 

6 

11 

6* 

7 % 

7 /s 

T 6% 


When inspecting steel wheels newly turned and offered by machine shop 
for service, the following should be checked: 


Maximum flange height allowed for new or turned steel wheels.1%" 

Minimum flange height allowed for new or turned steel wheels.1 " 

Maximum flange thickness for new or newly turned steel wheels measured 

%" above base line.l£f" 

Normal flange thickness for new or newly turned steel wheels measured 

%" above base line.1M" 

Minimum flange thickness for new or newly turned steel wheels measured 

%" above base line.• . 

Maximum throat radius gauge for steel wheels. %" 

Minimum throat radius gauge for steel wheels. %" 


After mounting wheels a heavy coat of paint or grease should be applied 
to the journals to prevent them from rusting and when they are loaded for 
shipment they should again be touched up on the journals with this grease 
or paint. Wheels must be loaded in such a way that the journals are pro¬ 
tected from coming in contact with the next pair of wheels during transit. 

Sub-para. (XV) BRAKE HANGERS 

All brake hangers are to be made so as to conform with Specification 
No. 521-A, copy of which was issued with M. E. Circular Letter 1051. 

Sub-para. (XVI) REMOVAL OF BRAKE SHOES 

So that all may know at what stage a brake shoe is considered worn out, 
the following standards are laid down: 

(a) Through Main Line Passenger Trains—Steel back brake shoes 
on passenger train cars will be held in service until evenly worn to % r/ i n 
thickness. When wear is uneven, brake shoes will be removed when thick¬ 
ness at thinnest point reaches 

(b) Local or Branch Line Trains—The same as above excepting that 
limits are respectively %" in place of and %" in place of 

(c) Freight Trains—Steel back brake shoes and similar designs on 
cars of government control and other lines must not be scrapped until 
worn to 34" in thickness. When the shoe is evenly worn to this thickness, 
it weighs approximately six pounds. 

The steel back brake shoe must not be removed from freight service 
on account of transverse cracks, as the parts are firmly anchored to the 
back, which holds them together. Where the cast iron portion of the 
shoe is cracked and the steel back bent, but not distorted, the shoe must 
be bent to its original shape and continued in service. Where the steel 
back is distorted, the shoe must be scrapped. 

These standards are general, but local instructions in regard to changing 









252 


brake shoes will apply. For instance, at Chicago outgoing Transcontinental 
passenger trains must have shoes with not less than l 1 /^" wear, while at 
Tacoma they must have at least one inch shoe wear. 

The practice of reversing shoes wearing more at one end than the other, 
or of shoes flanged from rim of wheel, is to be discontinued on account of 
distortion of brake beams resulting from failure to properly mate the shoes 
on other end of beam. Inspectors should correct a condition where shoe 
is wearing on rim of wheel, as in addition to undue brake wear resulting, 
the wheel itself is liable to damage if allowed to continue in this condition. 

All brake shoes must be sorted before being scrapped and any shoes that 
are not worn to condemning limit and are otherwise in serviceable condition, 
must, be placed back into service. 

(See paragraph on brakes for instructions covering the application of 
new brake shoes to passenger oars having automatic slack adjusters.) 

Sub-para. (XVII) EMERY BRAKE CYLINDER LUBRICANT 

The “Emery” Brake Cylinder Lubricant will be used hereafter in 
reclaiming brake cylinder packing leathers and triple valve cylinder cap 
gaskets, also for the lubrication of cylinders. 

All cylinder packing leathers removed on account of porosity should be 
sent to Milwaukee shops to be reclaimed. However, such leathers as are 
badly worn or cut should not be sent in for reclamation. Triple valve 
cylinder cap gaskets to be sent in for reclamation regardless of their condi¬ 
tion. Packing leathers and cylinder cap gaskets sent to Milwaukee shops 
for reclamation must be boxed up carefully so that they will not be 
damaged enroute and should be shipped to the Air Brahe Shop , Car Depart¬ 
ment, Milwaukee Shops. The reclaimed leathers will be shipped out by 
Store Department on requisition from the various points and are to be 
used exclusively on system cars inasmuch as A. R. A. rules do not permit 
making a charge for reclaimed leathers, and we should, therefore, refrain 
from using on foreign equipment. 

When the leathers have been reclaimed, the packing leathers will be 
put up in packages of twelve and the cylinder cap gaskets in packages of 
fifty. Each package will be tagged to indicate that the leathers are re¬ 
claimed and the outside wrapper will be dated to indicate date on which 
leathers were reclaimed. It is important that the dates on the packages 
be observed by the storekeepers in filling requisitions, that is, it is necessary 
that the oldest date leathers be shipped out in preference to newer dates. 
This with the view of preventing the reclaimed leathers remaining on the 
shelves and getting old. 

Air brakes shops receiving these leathers will arrange to keep them in 
,a container or wrap them up so that they will not be exposed to the atmos¬ 
phere, otherwise the filler used in reclaiming the leather will deteriorate. 

Brake cylinders on all system equipment including freight cars, pas¬ 
senger cars, miscellaneous equipment, locomotives and tenders, are to be 
lubricated with the “Emery” lubricant, using just sufficient to coat the 


253 


walls of cylinders. A l 1 /^" flat' brush is to be used for this purpose. After 
the cylinder walls have been coated, the expander ring groove is to be filled 
with the lubricant, except where composition cups are used in which case 
the groove should not be filled. It is necessary that the utmost care be 
taken to keep the “Emery” lubricant free from foreign substances, and 
inasmuch as it will be furnished by Store Department in ten pound con¬ 
tainers, there will be no need for keeping a supply of the lubricant in a small 
bucket. If the containers are not provided with removable covers, a hole 
should be cut in the top just sufficiently large enough to permit inserting 
the brush and a piece of tin fastened to the handle of the brush in such 
way that when the latter is inserted in the container, the tin will form a 
cover and in that way prevent dirt from getting into the lubricant. 

The Store Department at Milwaukee shops will honor requisitions for 
this material which, as stated, will be put up in ten pound containers. 
It should be understood by all concerned that no lubricant other than the 
“Emery” is to be used in connection with the reclaimed packing leathers. 

Sub-para. (XVIII) FINGER GUIDES 

In rivetting finger guides to brake beams, it has been found 7" from end 
of beam to center of rivet hole, brings into a position where best results 
obtain in service. This will therefore be our standard practice. 

Sub-para. (XIX) COUPLERS 

The practice of using small butt end couplers for large yokes, and shim¬ 
ming out between the butt and yoke, is very undesirable. Our standard 
practice will be to apply couplers with correct sized butt, unless such couplers 
are absolutely unavailable. 

Sub-para. (XX) ANTI-CREEPING DEVICE FOR MAJOR 

COUPLERS 

A number of cases of couplers parting have recently occurred and in¬ 
vestigation develops that this was brought about by the creeping of the lock 
in the top lift major couplers. 

To correct this condition an anti-creeping device or arrangement has 
been devised for application to this type of coupler, as shown on drawing 
E-693. 

The entire connection complete is to be furnished by the manufacturer, 
thereby allowing for a quick change. The old type removed to be disposed 
of as follows: 

The lock block to be disconnected from lifting mechanism by punching 
out the rivet, or cutting off oval link (preferably the former) said lock 
block to be placed in stock for use on undershot major couplers on cars, 
relieving any shortage and eliminating the purchase of undershot lock 
blocks for some time to come. 

The old connection from lock block up to be turned in to General Store¬ 
keeper who will return same to the manufacturer and receive a reasonable 
credit for same. 


254 


Sub-para. (XXI) MARKING MINER FRICTION GEARS 

WITH DATE APPLIED 

We have a six years’ guarantee with the following gears: 

Miner A-3-P Friction Draft Gear for Passenger Cars; 

Miner A-18-S Friction Draft Gear for Freight Cars; 

Miner A-2-S Friction Draft Gear for Freight Cars. 

When applying to cars the elate of application is to be plainly marked 
on the gear by means of 1 inch steel stamps. If removed within the guar¬ 
antee period, gears stamped as described will be marked with white lead, 
the matter reported to local storekeeper with a request for replacement, and 
Master Car Builder advised by letter through the usual channels. 

Sub-para. (XXII) TENDER SILL STEPS 

An accident to an engineman recently occurred due to part of the wooden 
tread of tender sill step breaking off. 

It has been the practice to apply these wooden treads with the grain 
of the wood running in the direction of the rails. 

In renewals these threads are to have the grain of wood running 
transverse of the rails, for the purpose of prolonging life of tread by 
lessening liability of surface edge breaking off. 

Sub-para. (XXIII) WELDING 

Welding plays an important part in the work of repairing equipment, but 
in order to obtain the maximum results, all concerned must clearly under¬ 
stand that there are certain items on which (a) welding of cracks or frac¬ 
tures is not permitted; (b) building up of surfaces is permitted; and (c) 
welding cracks or fractures is permitted. The A. R. A. practice is to be 
followed, and the proceedings in connection therewith are quoted in full: 

Autogenous welding limits and regulations: In welding, either by the 
use of gas or electricity, care and good judgment on the part of the operator 
are of prime importance. The operator’s ability as to the desired proficiency 
should be certified by the mechanical officers in charge or by an instructor 
qualified by experience in general railroad welding with the method involved. 

The metal added is liable to be porous and relatively brittle. 

The heat at the surfaces welded affects other sections near the weld, 
tending to reduce strength and toughness. 

The following general rules must, therefore, be carefully observed: 

(a) Welding cracks or fracture will not be permitted on the following: 

Axles, arch bars, car wheels or tires, truck equalizers, spring or bolster 
hangers, brake staffs or wheels, coupler bodies, knuckles, knuckle pins, locks, 
lifters and throwers. 

Parts made of alloy steel or heat treated carbon steel. (Top chord 


255 


angles of open top all steel cars if the fracture is located at a point between 
bolsters more than 5 ft. from the center line of either body bolster.) 

(b) Building up worn surfaces will be permissible on the following: 

Parts subject to compression only. * Spring or bolster hangers. *Holes 
in levers. ** Center plates Journal boxes. ** Truck sides, bolster and 
column castings. 

Coupler bodies, knuckles, locks, lifters and throwers. After building 
up to the original section, the same must be dressed and then checked with 
proper gauges to insure interchangeability and proper operation. 

Flat spots on rolled steel wheels and tires if thickness of tread is 1" 
or more above limit of wear groove. 

^Provided that the material remaining in part is equal to at least 
80 per cent of the original section. 

❖ ^Provided that the material remaining in part is equal to 60 per 
cent of the original section. 

(c) Welding cracks or fractures will be permitted on the following: 

Car and roof sheets. *Cast steel truck sides. *Cast steel bolsters. 
Draft castings. *Brake beams. *Cast steel coupler yokes. *Pressed and 
structural steel truck sides, bolster and transoms. 

Car sills, posts, braces, stakes, carlines, side plates and end plates. 

*Welding is permitted only when the area of the crack is less than 2-5, 
or 40 per cent, of the total area through the section at the point of fracture, 
but it is not permissible to weld any crack located within 6" of an old weld. 

Regulations for Welding: No parts except truck transoms are to be 
welded unless removed from car or truck. Truck transoms may be welded 
in place by removing the truck from under car body. 

The edges of pieces for welding must be prepared as shown on pages 
198-199 of M. C. B. Proceedings of 1919. If both sides of the fractured 
member can be worked upon, the fracture should be prepared as per Fig. 1 
shown therein, and when only one side of the fractured member is accessible, 
Fig. 2 should be followed. The entire crack should be burned or chipped 
out far enough so that there will be no portion of the crack in the metal. 
Failure to do this permits the check or crack to work its way across the 
metal to a farther side, due to the constant vibration, even after the weld 
has been made. A hole may be drilled at the end of crack or check and 
chipped or burned towards the hole. The surfaces where new material is 
to be deposited must be clean and bright and reasonably smooth and, 
therefore, if the surfaces are prepared by the burning process the surfaces 
must be finished by chipping before welding. 

The portion of the part adjacent to the fracture should be heated before 
tiie welding is begun. In welding, the operator should begin to weld at 
the point farthest away from the outside edge and work the weld towards 
the edge. All efforts must be made to prevent oxidizations, and to ac- 


256 


complish this the work should be placed at angle that will allow the blowing 
out of all slag or impurities in the fused metal, and by giving the torch 
a rotary movement it will assist in their removal. 

The new material must be deposited to the form shown in Figs. 3 or 4 
of M. C. B. Proceedings in order to properly reinforce the weld, and “B” 
should be somewhat greater than “T.” For the important items marked * 
and ** in division (c), as well as for car sills, posts, braces, stakes, car 
lines, side plates and end plates, ec B” must be at least IV 2 times “T.” 

The parts marked * with the exception of truck transoms welded in 
place, must be carefully annealed by uniformly heating to approximately 
1,400 to 1,500 degrees Fahrenheit and allowed to cool slowly in the atmos¬ 
phere. 

Worn surfaces permitted to be built up to the original section by 
depositing of new metal thereon must first he made clean, bright and 
fairly smooth, and after the metal is deposited must be dressed to the 
required dimensions and gauged where necessary. 

When truck side frames a.nd bolsters are welded the weld must be made 
smooth and the following record legibly stamped on the weld by at least 
%" steel stencils, in the following form: 

Month Day Year C. M. & St. P. RR. 

Shop Abbreviation Welder’s number. 

Sub-para. (XXIV) WELDING OF LOCK BLOCKS 

Great economy can be effected by welding lock blocks, provided the work 
is properly carried out. Incorrect welding of lock blocks results in break-in- 
twos in service, leading to severe criticism. The work must be very carefully 
carried out, seeing (a) that proper fusion of metal is obtained by pre¬ 
heating surface to be welded; (b) that bearing surfaces are same distance 
from each other as on original design, to insure both surfaces being in 
contact with correspondnig surfaces on heel of knuckle, and (c) that bearing 
surfaces are absolutely vertical. 

Proper gauges are obtainable upon application, and every lock block 
must be gauged before being put into service. 

Sub-para. (XXV) RECLAMATION OF MATERIAL 

The reclamation of material is a big factor in the operation of the car 
department. 

Where work is carried out under cover, material should at all times 
be kept in a neat and orderly manner. Where work is done outside as soon 
as the winter breaks a general clean-up should be made, and all bolts, nuts, 
and other loose material gathered up and placed in racks. Thereafter 
throughout the summer months at the close of the week there should be 
a tidying up, but a systematically worked point will never allow its tracks 
to become very much encumbered by loose scrap or material. During 
November there should be a second general clean-up, preparatory to winter, 
as when snow falls articles such as wrenches, hamers, bolts, etc., are covered 


257 


and often lost for the rest of the winter. All waste should be gathered up 
during these drives, and every possible item, such as broken trucksides, old 
shoes, odd pieces of broken iron—in fact every loose piece of material of 
any kind—picked up either on and around the tracks and shops, in the 
vicinity, or along the right-of-way in the region concerned. 

Sub-para, (XXVI) PREVENTING WASTE OF ELECTRICITY 

At the exit of every building there is to be a switch, so arranged that 
when leaving the building the light or lights can be turned out and the 
place left in darkness. 

Sub-para. (XXVII) ECONOMY IN THE USE OF COAL 

Many thousands of tons of coal are used annually to provide power, heat 
and light for the car department. Apart from the elimination of waste at 
the points of consumption or usage, every effort must be made to conserve 
coal itself, which is ever increasing in cost. While it is a separate problem 
for each individual point, it is to be considered a standard practice to be 
economical in the use of coal. 

Sub-para. (XXVIII) ICING OF CARS CONTAINING 

MEATS, PACKING HOUSE 
PRODUCTS’ ETC. 

These rules must be closely observed in order to prevent heavy claims 
being presented for spoiled shipments. Straight or mixed cars of fresh 
and frozen meat or dressed poultry, use crushed ice with salt. Packing 
house products (butter, eggs, or cheese), must be re-iced with crushed, 
block or lump ice, with or without salt in accoradnce with railroad billing. 

Ice must be thoroughly cleaned by flushing with water, thus removing 
all foreign substances to prevent clogging of drains. Crushed Ice should 
be no larger than a man’s fist. Lump Ice should be broken into chunks of 
about 15 or 20 pounds weight. Bloch Ice will consist of chunks weighing 
approximately 50 pounds, which will be permitted to fall into tanks loosely. 
No. 2 Rock Salt will be used when salt is specified. 

Extreme care must be used in the removal of hatch covers and plugs 
to prevent foreign substances from dropping into tanks. Uncover only 
such tanks as can immediately be filled, to prevent any unnecessary exposure. 
Plugs and covers are to be replaced at once after re-icing is completed. 
Plugs to be fitted evenly and tight in the tanks by tamping lightly with 
tamping pole. 

If tank valves do not work, excess water must be removed from tanks 
before re-icing is attempted. This can be accomplished bv using a hand- 
pump or bailing out with buckets. Where valves do not work, next icing 
station must be notified by wire so they can be prepared to promptly remove 
excess brine before re-icing. 

A. R. A. Rule 3 requires all beef refrigerator cars to be equipped with 
brine retaining valves to prevent brine dripping along right of way between 
icing stations. When plugs are pulled, excess brine is automatically released. 
Considering the large number of cars now equipped with this device, and 


258 


above rule requiring all such cars to be equipped as fast as possible, it is 
necessary that each icing station possesses a hand-pump, as excess brine 
must be removed before re-icing is attempted. 


Crushed ice with salt: see that a wooden tamping pole is used. Under 
no circumstances permit pike poles or poles with metal ends to be used. 
Tamping pole should be inserted into the old ice—thoroughly stirred—and 
tamped to settle to bottom of tanks. After tamping, one-third of the salt 
required in the re-icing is to be properly spread over the old ice before any 
new ice is used. Then fill tanks completely with ice and put the balance of 
the salt, evenly spread, on top. Again use tamping pole vigorously to even 
off the top of the ice and start salt working. See that space between 
running boards is filled, but do not fill tank above top of saddles. 


If station is not equipped with an ice crusher, use wooden mauls and 
ice crushing boxes to insure efficient re-icing. Under no circumstances 
permit ice to be broken on roofs or in tanks of cars. 


For ready reference use the following table to determine the amount of 
salt in pounds based on quantity of ice supplied: 


Ice 

5% Salt 

7% Salt 

8 % Salt 

10% Salt 

12% Salt 

15% Salt 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

500 

25 

35 

40 

50 

60 

75 

600 

30 

42 

48 

60 

72 

90 

700 

35 

49 

56 

70 

84 

105 

800 

40 

56 

64 

80 

96 

120 

900 

45 

63 

72 

90 

108 

135 

1000 

50 

70 

■ 80 

100 

120 

150 

1100 

55 

77 

88 

110 

132 

165 

1200 

60 

84 

96 

120 

144 

180 

1300 

65 

91 

104 

130 

156 

195 

1400 

70 

98 

112 

140 

168 

210 

1500 

75 

105 

120 

150 

180 

225 

1600 

80 

112 

128 

160 

192 

240 

1700 

85 

119 

136 

170 

204 

255 

1800 

90 

126 

144 

180 

216 

270 

1900 

95 

133 

152 

190 

228 

285 

2000 

100 

140 

160 

200 

240 

300 

2100 

105 

147 

168 

210 

252 

315 

2200 

110 

154 

176 

220 

264 

330 

2300 

115 

161 

1S4 

230 

276 

345 

2400 

120 

168 

192 

240 

288 

360 

2500 

125 

175 

200 

250 

300 

375 

2600 

130 

182 

208 

260 

312 

390 

2700 

135 

189 

216 

270 

324 

405 

2 S00 

140 

196 

224 

280 

336 

420 

2900 

145 

203 

232 

290 

348 

435 

3000 

150 

210 

240 

300 

360 

450 


Sub-para. (XXIX) STORAGE OF PAINT 

Whenever it is necessary to store paints, oils or other inflammable ma¬ 
terial in any type of building whatsoever, the following precautions must 
be observed: 


1. All small containers must be stored on a metal rack constructed 
according to drawing D-925, 



259 


2. All barrels should be mounted on iron skids with sand underneath 
and all buckets or pails should stand in a trough which has been filled with 
sand. Wherever possible paint should be removed from wooden containers 
when received and stored in metal drums. 

3. Wherever possible air pressure should be used for agitating our 
paints and in all cases Molasses Gates should be required for drawing paints 
and oils from storage containers. 

4. No cupboards or lockers or any kind will be permitted within oil 
or paint storage buildings. 

5. All waste must be kept in closed metal containers. This should be 
watched very carefully on account of the extreme liability of oil waste to 
ignite and cause very serious damage. 

Sub-para. (XXX) CARE OF AIR HAMMERS 

At all points where air hammers are used, a wooden tank, lined with 
zinc, will be provided, with a skeleton wooden partition, so that hammers 
may be kept therein every night. The tank will be filled with a mixture 
of three-quarters kerosene and one-quarter signal oil, to a depth so that 
hammers will be submerged to the head. When beginning work in the 
morning, hammer will be run for a few minutes before using to drive rivets. 

Sub-para. (XXXI) STANDARD METHOD OF PILING 

BRASSES 

Blue-print E-634 issued with M. E. Circular 1074 shows the standard 
method of piling brasses. Altogether too much carelessness has obtained in 
the past in the handling of brasses and as a result the linings have become 
damaged and often times filled with cinders and grit due to the brasses being 
thrown on to the ground when unloaded from supply cart or truck and then 
thrown on a hand truck wagon to be taken in to the supply house or store 
room. 

As indicated in the print the brasses are to be piled three in a row, and 
two rows deep, and the center brass of each row is to have the flange turned 
toward the inside of row, while the two outside brasses are to have the 
flanges turned toward the outside, the object is to interlock the pile so as to 
prevent their tipping over. 

Under no condition is a new bearing to be laid inside of another bearing, 
as this only results in damage to the lining and it is important that the 
piling of brasses be handled as outlined, as per blue print. 


Sub-para. (XXXII) CAB WINDOWS 

Many enginemen in the Northern districts where the winters are most 
severe, have expressed a preference for double frost glass windows over the 
clear vision window, and the Interstate Commerce Commission has ruled 
that this is permissible. 


260 


As all locomotives operating on the Trans-Missouri, Musselshell, North¬ 
ern Montana, Superior, Northern, Wisconsin A alley Divisions, and the 
entire Northern district, pass through the shops for repairs, they should 
be equipped with the double glass front cab window as is shown on print 
15813-E accompanying M. E. Circular Letter No. 189. 

Locomotives operating in other districts should be equipped with the 
standard clear vision window. 

Sub-para. (XXXIII) COVERING FOR LOCOMOTIVE 

CABS 

Canvas is being successfully used as a roof covering for passenger cars, 
and on account of the cost and convenience in applying the practice is to be 
extended to cab roofs. 

Grade “CC” canvas should be used and fastened to roof with fourteen 
ounce tacks spaced about IV 2 " apart. 

Before applying canvas, roof is to be thoroughly cleaned and given one 
coat of oil paint. After application the canvas should receive two coats 
of canvas roofing paint. 

Sub-para. (XXXIV) STANDARD LOCOMOTIVE CAB 

NO. a 

On account of the various designs of cabs formerly applied to the larger 
classes of system power on the C. M. & G. and C. T. H. & S. E. locomotives, 
it has been necessary to design a standard cab, as shown on drawing B-27. 

This has been done particularly to assist the Store Department in 
eliminating the great number of repair parts and to reduce the number 
of types of cabs in service. 

Whenever any of the classes of locomotives mentioned on drawing B-27, 
pass through shop and require new cabs, such cabs will be built to conform 
to print B-27, using all of the available material from the old cab. 

Sub-para. (XXXV) STANDARD MARKINGS FOR 

TENDERS 

The same size and style of lettering and numbering must he used at all 
points. They must also be applied and maintained in a uniform manner, 
as shown in blue print 20704-C, issued with M. E. Circular Letter 211. On 
Southeastern equipment the letters “C. T. H. & S. Ed’ will be substituted 
for “C. M. & ST. P.” 

Sub-para. (XXXVI) PAINTING OF LOCOMOTIVES, 

CABS AND TENDERS 

(a) When locomotives undergo heavy repairs, the method of painting 
will be as follows: 

All parts are to be cleaned of grease and dirt and wiped clean with 
kerosene. All new work to be given one coat of metal body filler (lead 
color). 


Jackets, Stack and Arch are to receive one coat of engine finishing black 
applied with a brush. 

Frame, Spring Rigging, Drivers, Pilot and Pilot Truck will be sprayed 
with one coat engine finishing black to be applied with spraying machine. 

Front end of passenger engines are to receive two coats front end paint. 

Front end of freight engines are to receive two coats of tar products 
front end paint. 

The whole cab is to be thoroughly washed inside and out. Outside will 
be sand papered and touched up with dark lead color, new wood primed 
with mineral primer in oil. When dry putty. Sand paper putty and 
apply one coat of dark lead color over entire cab. Allow 24 hours to dry 
and apply one coat of engine finishing black. Letter standard and apply 
two coats of engine finishing varnish. Allow 24 hours between coats to dry. 

On inside new wood will be primed, and bruised parts touched up. 
When dry apply one coat of engine cab green enamel. 

Sash on inside and out will be finished in a like manner to cab. 

Immediately after sandblasting tender apply one coat of metal body 
primer, allow 48 hours to dry and knife in with metal body surfacer, knifing 
carefully and applying only enough to fill imperfections in the steel. When 
dry sand paper with emery cloth or sand paper and water. After dry, 
apply one coat of metal body filler (lead color). Sand paper and apply 
one coat of flat black, followed by one coat of finishing black. Apply two 
coats of finishing varnish, allowing 24 hours between coats to dry. 

Trucks and frames will be sprayed with one coat of iron black. 

Top of Tender is to receive one coat of No. 25 paint. 

Any new work done on coal space is to receive one coat of No. 25 paint. 

(b) When locomotives undergo medium repairs, they will be painted 
as follows: 

The engine proper to receive the same attention as regards painting 
as for heavy repairs. 

Cab is to be washed thoroughly inside and out. Outside sand papered, 
touched up and puttied. Putty sand papered and touched up with lead 
color. When dry, whole outside given one coat of engine finishing black. 
Lettered standard and one or two coats of engine finishing varnish applied, 
depending on time allowed. 

On inside new wood will be primed, and bruised parts touched up. When 
dry apply one coat of engine cab green enamel. 

After washing tender loose paint is to be scraped off, touched up with 
metal body primer, puttied, sand papered and whole tender given one coat 
of engine finishing black. Renumber standard and apply one or two coats of 
engine finishing varnish, depending on time allowed. Where numbers 
are in good condition and quick job is necessary, cut around numbers 
with drop black and apply one or two coats of engine finishing varnish. 

Frame and trucks are to be sprayed with one coat of iron black. 


262 


SECTION V 

FACILITIES 

Para. 1 GENERAL REVIEW 

The general task of providing facilities is outside the province of Car 
Foremen. It is realized that our facilities are inadequate, and in some 
cases obsolete, but it is an open question just how far the circumstances of 
the times will permit our proceeding in the direction of correcting the 
situation. 

In providing and distributing facilities over the system the changing 
tendencies of car construction have to be very carefully considered, and 
the ultimate location of any machinery is a matter of considerable study 
of the railroad situation as a whole. 

In the matter of minor facilities, however, all supervisory forces will 
be responsible for the proper maintenance of existing machinery and tools, 
so that the fullest possible results may be obtained from their use. The 
requirements of each point should be the constant study of those in charge, 
so that when the opportunity arises to renew or add to our facilities, useful 
and intelligent reports may be rendered quickly. There is a big field for the 
study of increased output from machines, by their alteration or addition 
of other parts or by re-location, etc. Enthusiastic foremen will find many 
items in modern industrial plants, easily applicable to their own repair 
tracks, and it will be an accepted policy for district general car foremen to 
afford fair and reasonable opportunities for their foremen to visit industrial 
plants and shops or our own and other railroads. 

Para. 2 UPKEEP 

While the providing of facilities is not within the jurisdiction of fore¬ 
men, the upkeep of existing machinery, tools and buildings is their re¬ 
sponsibility. Buildings must be kept well painted, clean, tidy, and free 
from unnecessary fire risks. Windows must not be allowed to remain with 
glass broken, but repaired without delay. Nothing tends to make a place 
look dilapidated more readily than broken dirty windows, or perished and 
missing putty, and fire hazard is always increased as well. Where stacks 
from boiler rooms, heating stoves, etc., protrude through roofs, metal flashing 
must be applied in such a way as to overcome the danger of fire in case 
of overheating of the slack. Steam air and water leaks must not be toler¬ 
ated. Delay in repairing such minor items only results in a waste of money 
to the company. 

Under conditions ordinarily pertaining on a fully equipped railroad, it 
would be sound policy to maintain tools and machinery in good working 
order, but in our case with barely sufficient to cope with our work, foremen 
must realize the importance of maintaining every item at its fullest point 
of efficiency, and take steps accordingly. 


Para. 3 


263 

STANDARD FACILITIES 


Sub-para. (I) ADVANTAGES 

As with standard materials and standard practices, there are many 
advantages in adopting standard facilities. As facilities have been provided 
gradually, little opportunity has presented itself in the past to adopt 
standards, nor can we afford to scrap facilities in order to provide others 
of standard design. When replacements are made, however, or even when 
making repairs and changes, many opportunities will present themselves 
of standardizing, and this should be done in order to permit of economy 
by reducing spare parts to a minimum, having them interchangeable, and 
saving time during changes by having all concerned familiar with machines 
or tools to be operated or used. 

Sub-para. (II) EMERGENCY TRUCKS FOR PASSENGER 

CAR REPAIRS 

Emergency trucks as described under inspection of passenger cars in 
trains, are maintained at the principal inspection points. In the event of new 
trucks being required, they will be made strictly in accordance with blue 
prints, and trucks are in all cases to be maintained fitted in the standard • 
method prescribed. 

Sub-para. (Ill) WASTE VATS 

Vats 2' 6" x 6' and 22" deep of boiler steel, will be used for soaking 
waste for packing. Variations in arrangement will be permitted in accord¬ 
ance with local requirements. Large points will use two vats—one for 
passenger car packing and one for freight. Small points will use a vat 
with a partition dividing it equally. 

All points where low temperatures obtain the best results can be secured 
by carrying the steam piping along immediately below the drain racks, and 
then boarding in sides of racks to the ground level. This practice should 
be followed during repairs to any of the present vats. Also at installation 
or during repairs, vats should be so arranged that they can be drained. 

Sub-para. (IV) TEST RACKS 

Our standard test rack for testing triple valves is the Westingliouse No. 
3-T. This will be kept up to date by the replacement of any parts super¬ 
seded by later designs. 

The installation wall vary in accordance with local conditions, but is 
to be put up to best advantage, and maintained in first class condition. 

Sub-para. (V) ROWER PLANT PIPE COVERING 

It is required that asbestos pipe lagging be put on pipe tight and smooth, 
and covered with eight ounce canvas, securing the laps with fish glue. When 
covering is well smoothed out and all kinks removed, apply one coat of fish 
glue to entire surface, and when dry apply two coats of fireproof paint. The 
covering is finally secured by the use of lacquered bands, applied after paint 
is dry, spaced not more than eighteen inches between centers. 

Pipe fittings should be covered by using pulverized asbestos mixed with 



2G4 


water to a soft paste and applied over a wire netting gauge made to tit, 
covering same with canvas and gluing and painting as mentioned above. 

The thickness of pipe covering should be as follows: 

Diameter of Pipe: 

1" to 5".1" thick 

5" to 8".1 y 8 " thick 

9" to 10".11/4" thick 

Over 10".1%" thick 


Sub-para. 


Sub-para. 


(VI) 

STANDARD TAP DRILLS 


Size of 

Threads per 

Size of 

Tap 

Inch 

Drill 

% 

20 

3/16 

5/16 

18 

% 

% 

16 

9/32 

7/16 

14 

11/32 

% 

13 

13/32 

9/16 

12 

15/32 

% 

11 

% 

% 

10 

% 

% 

9 

% 

1 

8 

27/32 

1% 

7 

15/16 

m 

7 

1-3/32 

i% 

6 

1-3/16 

i% 

6 

1-5/16 

i% 

6% 

1-13/32 

i% 

5 

1% 

l 7 /s 

5 

1% 

2 

41/2 

1-23/32 

8% 

41/2 

1-31/32 

2y 2 

4 

2-3/16 

2% 

. d 

2-7/16 

3 

3y 2 

2% 

(VII) 

STANDARD PIPE TAPS 


Size of 

Threads per 

Size of 

Pipe 

Inch 

Drill 

% 

27 

11/32 

] /4 

18 

7/16 

% 

18 

19/32 

% 

14 

% 

% 

14 

31/32 

1 

n% 

1-3/16 

1% 

ny 2 

1% 

iy 2 

n% 

1% 

2 

11 % 

2-3/16 

8% 

8 

2-11/16 

3 

8 

3-5/16 






265 


Sub-para. (VIII) POWER PRESSES 

A power press is always desirable around a railroad shop, where it can 
be used to advantage in straightening both car and locomotive parts, pressing 
bushings in and out, etc., and different types of home-made affairs have been 
made up of second hand material. 

A type that can be cheaply made and which presents desirable features 
is in successful operation at present, and this is shown on print No. C-545, 
copies of which will be sent on request. 


266 


Section VI 

TRAIN OPERATIONS 

Para. 1 CO-OPERATION 

While the primary function of the car department is to build and repair 
cars, the operation of the same cars in trains makes it necessary for the 
closest possible co-operation to be maintained between our department and 
the department responsible for train operations; success cannot be attained 
until both of the departments mentioned bend their efforts in the same 
direction, viz., in producing service. To attain the desired co-operation 
it is necessary that the officials and subordinates of the transportation 
department with whom we come in contact, should know something of 
what is involved in our work, and we in turn must know something of 
the difficulties with which they have to contend. With this in view it is 
advisable for all officers above the rank of foreman to be in possession of 
a copy of the “Rules and Regulations of the Operating Department.” 

Foremen, inspectors, and carmen will from time to time be asked for 
information concerning cars, which should be willingly and readily given. 
The possibility of such information being requested has been borne in mind 
in the compilation of this book, and in this section certain information is 
given as much for the instruction of the trainman as for the carman. 

Para. 2 CLASSES OF TRAINS 

Trains are divided into different classes known as first-class, second class, 
etc., to meet operating requirements and details can be readily obtained at 
any depot. The following should be known to all foremen and inspectors: 

A “Train” may consist of an engine or motor, or more than one engine 
or motor, coupled with or without cars displaying markers. 

A “Regular Train” is one authorized by a time-table schedule. 

A “Section of a Train” obtains when running one or two or more 
trains on the same schedule, displaying signals or for which signals are 
displayed. 

An “Extra Train” is one not authorized by a time table schedule. It 
may be designated as “Extra” for any extra train, except work extra; 
“Work Extra,” for work train extra. 

It is a rule of this company that a passenger train must not consist 
of more than 15 cars in any case and inspectors are responsible to the 
extent of seeing that this is not exceeded. 

Para. 3 TIME FREIGHT RUNS 

Our daily success as a freight carrying line depends almost entirely on 
our reputation and ability to keep time freights close to their schedule, and 


with this end in view their movements have been specially organized for 
in the car department. Very much depends on the careful planning of all 
men along the line, as there is hardly a single city or town of any size on 
the system which does not receive and supply loaded cars entering into the 
movement of time freight trains. It is only natural to suppose that the 
operating department is very anxious at all times to get these trains out 
of town and on their way as little delay as possible. Foremen will be held 
responsible to see that cars are properly repaired at loading platforms, 
industries, etc., bad ordering cars exhibiting serious defects and which 
cannot be fixed up in time to let them out for movement as intended. 
If it is possible to prepare cars on repair tracks or train yard for loading 
at industries, it is the best plan to follow, rather than send men to plants 
to do this work wdiere they are not properly supervised and where material 
is often not available. This has been tested and it is found the best plan 
to fix cars up before they are placed for loading. The same procedure is 
applicable to coal cars for placing at the mines. Foremen should make such 
•arrangements as to see that these cars, when discovered, are not loaded out, 
but sent empty to the repair track for attention. It is not a difficult matter 
to anticipate the movement of loads coming to us from connections, which 
are to form part of our important time freight runs. Many times these 
reach us with a lot of delay, which has to be wiped out as shippers keep 
wiring us for delivery. All that we can do is to see that prompt business¬ 
like attention is accorded. It is often very aggravating to have large parts 
of important trains turned over to us from connections requiring wheel 
renewals, repairs to air brake equipment, defective trucks and draft rigging. 
Some of this is due to rough handling through large terminals, or to weak 
equipment being employed. No loaded cars for important movement destined 
to points west of Aberdeen on the railroad or east of Seattle are to be 
allowed to proceed from gateway terminals, unless the following require¬ 
ments are met (with the exception, that short draft timber cars, if loaded, 
may be placed to the number of ten per train ahead of the caboose), 
(a) If draft timbers are used they must extend at least thirty inches behind 
the center of the bolsters, (b) Cars having steel center sills running from 
end to end of car are satisfactory, (c) Cars of steel underframe, steel 
framed or all metal construction are satisfactory, (d) Cars having short 
draft timbers in front of body bolsters must have the load transferred at 
gateway terminals and if possible, the car is to be disposed of to the 
delivering line in a satisfactory manner, unless it is known that the car 
can be kept not more than ten cars ahead of the caboose for the entire 
movement. 

Para. 4 WORK TRAINS 

Proper co-operation and understanding with the operating department 
will do ever so much in providing for successful operation of work, gravel 
and ballast trains. Sufficient notice should be given in advance, so that 
opportunity may be taken to put cars in shape. Care should also be 
exercised to be certain that the proper type of car is furnished; for instance, 
ballast cars should not be used where flat cars are wanted, resulting in the 
sides of ballast cars being torn off and wrecked as has been done so often 


268 


in the past. Proper distribution of lading is something which must be 
considered in this service. Too often, all of the load is placed at one end 
or in the center, resulting in permanent distress and breakage of car frame. 
Center plates should be well lubricated, side bearings free of each other, 
draft gear, brakes and wheels in good order, and lubrication, packing brasses, 
wedges, boxes, covers and dust guards in perfect condition to render effective 
service. Overloading of cars is to be avoided. In returning ballast cars 
to revenue service in the*fall sufficient time is to be allowed so that we 
can locate end gates and be prepared fo remove and store the metal aprons. 
General car foremen must watch thio, otherwise the equipment is liable 
to stand around waiting for action and failing to this extent from earning 
revenue. 

Para, 5 STOCK TRAINS 

Certain sections of the railroad depend very materially, or in a large 
part, on our ability to attract stockmen to ship over our lines. Very certain 
and difficult competition has to be met. Besides this, one of the greatest 
opportunities offered for damage claims is accounted for from delay in 
getting stock to market on time, resulting in changing prices offered for 
stock at the primary markets, also delays mean extra feeds which burden 
the shipper with unwarranted expense. Defective equipment placed for 
loading should always be avoided as there is plenty of time to fix stock cars 
properly during the idle season and at feeding stations, where they must 
necessarily lay five hours at least. This is a branch of the trade where we 
must deliver service every minute as the shipper has his representative on 
board to check us up. 

Stock originating west of Highwood on the Northern Montana and west 
of Three F'orks on the main line, is moved to Miles City for feeding, this 
in view of it being impossible to bring stock from these points into Mar- 
marth without violating the 36-hour law. This stock then moves through 
Mobridge, Montevideo, Farmington, River division, La Crosse division and 
C. & M. division, having a feed again at Montevideo. 

Stock originating on the S. M. division and branches moves over the 
La Crosse division and the C. & M. division. 

Stock originating on the I. & I). division moves over that division, 
Dubuque division and Illinois division. 

Stock from points on the S. C. D. division, Iv. C. division and Iowa 
division, moves over these divisions and the Illinois division into Chicago. 

Stock for movement from Texas for points on Western Lines is moved 
over the S. C. & D. division to Mobridge and then to destination, and it has 
been arranged that this stock, which comes to us in very weakened condition, 
is to be unloaded, rested, fed and inspected at Sioux City before being 
routed over our line in system cars. Foreign cars, as a general practice 
will be returned to delivering line, so that it is not only necessary to have a 
sufficient supply of fit cars at Sioux City during such periods, but also 
to see that the shipments are handled with dispatch and care. Steel under- 


269 


frame and metal framed stock cars of foreign ownership are not desirable, 
due to their tendency to derail, for movement on our branch lines, especially 
out of Mobridge. 

The Federal Law prohibits the movement of stock when such movement 
exceeds 36 hours, unless stock is unloaded for rest and feeding. It is there¬ 
fore, of the utmost importance, that stock cars be given the best attention 
at originating stations and at feeding stations, so that the trains will be 
able to make their next stop without being delayed on account of defective 
equipment. The minimum layover at feeding stations is five (5) hours. 

Movement of stock trains are checked by government representatives, 
and in cases where the 36-hour law is violated, suits are brought against 
the road. 

In explaining the primary movements, it is to be stated, that the 
principal packing houses on the railroad are located at Seattle, Spokane, 
Aberdeen, So. St. Paul, Milwaukee, Sioux City, Austin, Cedar Rapids, 
Ottumwa, Omaha, Kansas City and Chicago, so that primary movements 
will find their way to these stations, and local car foremen are well 
acquainted with the necessities of the case and must not only take into 
account movements which come to them from their neighboring foremen, 
but should take sufficient interest to see that when our cars are returned 
that they go into the loading territories in good order, and in this sense they 
can control their bad order situation and difficulties of movement through 
their territory to a very great extent. 

It is meant in this that foreman must not complain about their 
neighbors when they themselves had the same empty stock cars passing 
through their stations prior to being loaded, but failed to fix them with 
the result they again had them on their hands under revenue load in 
defective condition, necessitating delay to trains and often transfer of 
shipments. Further emphasis is necessary to point out that shippers are 
unwilling to delay their stock and to go to the additional expense of extra 
feeds, which can be overcome if we put these trains in shape in the five 
hours allowed us during the rest period. This must be done on repair 
tracks at feeding stations, which are primarily responsible for the 36-hour 
movement of trains between feeding stations and to consuming markets. 

Para. 6 LOGGING, LUMBER, ICE AND ORE TRAINS 

This type of train movement is more or less localized and yet so 
important, if we are to maintain the good will and necessarily the patronage 
of communities we serve. The requirements of service at the various points 
on the system are well known to local foremen. An active effort is abso¬ 
lutely essential and must be made at all times to keep the equipment in 
good shape to handle the business offered and avoid delays and disaster. 
Equipment in such service must be given periodical attention. 

Side bearing clearance must be watched on cars for logging, and side 
sills must be in condition to carry side stakes. Steel underframe equipment 


270 


will not be used for ice loading, and wheels of ore cars will be given especially 
careful attention. 

Para. 7 MEAT, FRUIT, PRODUCE AND DAIRY TRAINS 

Possibly out greatest problem in the movement of scheduled freight runs 
comes under these classifications. In the first place, the equipment going 
to make up these trains experiences more mileage than any other type, 
as it is kept in constant service and this has a very definite effect on the 
ability of truck frames, wheels, and axles to withstand breakage due to 
fatigue of metal. Boxes run hot due to high speed maintained and the 
rocking loaded, especially in beef cars, which, coupled with heavy super¬ 
structures, imposes tremendous strains on the running gear. The greatest 
possible temptation prevails to absorb lost time, often with disastrous results, 
for most of the shipments are of a very perishable nature, and time is con¬ 
sumed not only in icing enroute but for distances such as California to 
New York in fruit runs, it is reasonable to suppose that many unforseen 
conditions have to be met, not only operating, but mechanical and climatic.. 
Experience has dictated a policy of starting the trains out in the best 
possible condition, all necessary repairs being made at intermediate points; 
also where time will not allow giving proper attention to defects, good 
judgment will probably dictate the cutting out of the car, and this 
must be done rather than take any chances. A careful check must be made 
to see that equipment in this service is not overloaded. Our greatest pride 
should be centered in handling the difficult class of business promptly, 
successfully and safely. Wherever it can be arranged, cars must be gone 
over before being set for loading or at time loading is going on. Careful 
attention should be given hatch plugs to see that they fit properly top and 
bottom so as to insure the proper insulating qualities for the car. Ice racks 
in the bottom of ice bunkers are to be maintained in good order so as to 
prevent injury to ice pans. 

Para. 8 STEEL TRAINS, SILK RUNS, AND TRANS¬ 
CONTINENTAL TRAINS 

It often happens that we have special runs lasting for long periods, of 
commodities destined for export at the Pacific Coast, or imports coming 
to us from the Orient, Alaska and other parts of the world. These ship¬ 
ments are only maintained on the railroad to the extent of our being able 
to render better service to that of our neighbors. The secret of success in 
the handling of such movements is to first know the characteristics and 
requirements of the service and to put the equipment in proper condition 
to start with, so that it can make a successful run to its destination without 
a lot of delay intermediately due to defects which should have been initially 
discovered. 

Public attention is often focused upon the performance of these trains, 
on account of advertisements in connection with their contents, and for 
this reason it is very important that the equipment be in first class shape 
before loading, so as to exclude the possibility of accident and heavy losses 


271 


due to fast running of defective cars.* Inspectors at intermediate points 
should never forsake the factor of safety in attempting to help keep a train 
on time. 


Para. 9 LOCATION OF CARS IN TRAINS 

It is of the greatest importance that the weak constructed cars be 
hauled at the rear end of trains and all points will make it a policy to 
constantly request this being done and will quote Operating Rule No. 988, 
shown on Page 123 of “Rules and Regulations,” which rule is quoted for 
information: 

“The following cars, loaded or empty, will be handled next ahead of 
the caboose, giving preference in the order shown, except that at least one 
car must be handled between a flat car loaded with rails and the caboose: 

1 . Bad order cars. 

2. All wood flat cars. 

3. Coal cars with temporary sides. 

4. Oil tanks, except all steel or steel underframes.” 

In all trains more than 65 cars in length, cars with short draft timbers 
should be switched to the rear. Cars with short draft timbers must not 
be allowed in a westward direction beyond Harlowton, and in so far as 
possible they should be cut out at Mobridge and at that point switched and 
returned east, with the exception of sufficient cars to fill requirements in 
handling coal from the mines around Roundup and eastern points. No cars 
with short draft timbers should be allowed at the mines with coal designated 
to points west—only to points east. Cars for Pacific coast points are to be 
of metal underframe and draft sill construction in order to withstand the 
severe service conditions encountered. 


Para. 10 LOAD LIMITS FOR CARS 

So many differences of opinion exist as to the carrying capacity of cars 
that the following table has been worked up based on the total journal 
capacity of cars. This means that provided all other parts of the car are 
capable of bearing the load, the car may be safely loaded to the capacity 
shown provided the weight is distributed in accordance with A. R. A. 
loading rules. 


The method of arriving at the carrying capacity of a car based on 
total journal capacity is to take the collective carrying capacity of the axles 
less the light-weight of the car. However, the light-weight of the car must 
not include the weight of the wheels and axles themselves as wheels and 
axles do not rest or bear on the journal of the axle and their weight conse¬ 
quently does not have to be borne as the rest of the car has. The following 
tables show the weight of axles as well as their carrying capacity: 


Size 

3%"x 7" 
414 " x 8" 
5 "x 9" 
5Vo" x 10" 
0 " x 11" 


Weight 
414 lbs. 
519 lbs. 
689 lbs. 
825 lbs. 
1,002 lbs. 


Carrying Capacity 
15,000 lbs. 
22,000 lbs. 
31,000 lbs. 
38,000 lbs. 
50,000 lbs. 


272 


The following weights for 33" 


wheels are for information: 


Material 

Size of Journal 

Cast Iron 

3%"x 7" 

Cast Iron 

414" x 8" 

Cast Steel 

414" x 8" 

Rolled Steel 

414" x 8" 

Cast Iron 

5 " x 9" 

Cast Steel 

5 " x 9" 

Rolled Steel 

5 " x 9" 

Cast Iron 

514" x 10" 

Cast Steel 

514" x 10" 

Rolled Steel 

5 y 2 " x 10" 

Cast Iron 

6 " x 11" 

Cast Steel 

6 " x 11" 

Rolled Steel 

6 "x 11" 


Car to 

Weight 

which applied 

of each 

40 M 

625 lbs. 

60 M 

650 lbs. 

60 M 

600 lbs. 

60 M 

650 lbs. 

SOM 

675 lbs. 

SOM 

620 lbs. 

80 M 

710 lbs. 

100 M 

725/750 lbs. 

100 M 

630 lbs. 

100 M 

760 lbs. 

140 M 

850 lbs. 

140 M 

650 lbs. 

140 M 

805 lbs. 


Table No. 1—Cars equipped with trucks having 3%" x 7" journals, 
stencilled capacity of car being 40,000 lbs., (no overload permitted). 


Allowable Limited 
Light Load Based on 
Weight Total Journal 
of Car Capacity 

20,000 lbs.46,656 lbs. 

21,000 lbs.45,656 lbs. 

22,000 lbs.44,656 lbs. 

23,000 lbs.43.656 ]ps. 

24,000 lbs.43.656 lbs. 

25,000 lbs.41,656 lbs. 


Allowable Limited 
Light Load Based on 
Weight Total Journal 
of Car Capacity 

26,000 lbs.40,656 lbs. 

27.000 lbs.39,656 lbs. 

28,000 lbs.38.656 lbs. 

29,000 lbs.37,656 lbs. 

30,000 lbs.36,656 lbs. 


Allowable Limited 
Light Load Based on 
AVeight Total Journal 
of Car Capacity 

31.000 lbs.35,656 lbs. 

32,000 lbs.34,656 lbs. 

33,000 lbs.33.656 lbs. 

34,000 lbs.32,656 lbs. 

35,000 lbs.31,656 lbs. 


Table No. 2—Cars equipped with trucks having 4^4" x 8" journals, 
stencilled capacity of car being 60,000 lbs., subject to 10% overload. 


Allowable Limited 
Light Load Based on 
Weight Total Journal 
of Car Capacity 

25,000 lbs.70,076 lbs. 

26,000 lbs.69,076 lbs. 

27,000 lbs.68,076 lbs. 

28.000 lbs.67.076 lbs. 

29,000 lbs.66,076 lbs. 

30,000 lbs.65,076 lbs. 

31.000 lbs.64,076 lbs. 

32,000 lbs.63,076 lbs. 

33,000 lbs.62,076 lbs. 

34,000 lbs.61,076 lbs. 

35,000 lbs.60,076 lbs. 


Allowable Limited 
Light Load Based on 

Weight Total Journal 

of Car Capacity 

36,000 lbs.59,076 lbs. 

37,000 lbs.5S,076 lbs. 

38,000 lbs.57,076 lbs. 

39,000 lbs.56.076 lbs. 

40,000 lbs.55,076 lbs. 

41,000 lbs.54.076 lbs. 

42,000 lbs.53.076 lbs. 

43,000 lbs.52,076 lbs. 

44,000 lbs.51,076 lbs. 

45,000 lbs.50,076 lbs. 


Allowable Limited 
Light Load Based on 
Weight Total Journal 
of Car Capacity 

46,000 lbs.49,076 lbs. 

47,000 lbs.48,076 lbs. 

48,000 lbs.47,076 lbs. 

49,000 lbs.46.076 lbs. 

50,000 lbs.45,076 lbs. 

51,000 lbs.44,076 lbs. 

52,000 lbs.43,076 lbs. 

53,000 lbs.42,076 lbs. 

54,000 lbs.41,076 lbs. 

55,000 lbs.40,076 lbs. 


Table No. 3—Cars equipped with trucks having 5" x 9" journals, sten¬ 
ciled capacity of car being 80,000 lbs., subject to 10% overload for closed 
types, and 15% overload for open types. 














































273 


Allowable Limited Allowable Limited Allowable Limited 

Light Load Based on Light Load Based on Light Load Based on 

Weight Total Journal Weight Total Journal Weight Total Journal 

of Car Capacity of Car Capacity of Car Capacity 

25,000 lbs... .107,356 lbs. 37,000 lbs.05,150 lbs. 49,000-lbs.85.156 lbs. 

26,000 lbs.... 106,156 lbs. 58,000 lbs.94,156 lbs. 50.000 lbs 82,156 lbs. 

27,000 lbs... .105,156 lbs. 39,000 lbs.93.156 lbs. 51.000 lbs 81,156 lbs. 

28,000 lbs... .104.156 lbs. 10,000 lbs.92,156 lbs. 52.000 lbs 80,156 lbs. 

29,000 lbs... .103,156 lbs, 41,000 lbs.91,156 lbs. 53,000 lbs 79,156 lbs. 

30,000 lbs.... 102,156 lbs. • 42,000 lbs.90,156 lbs. 5-1.000 lbs 78,156 lbs. 

31,000 lbs... .101.156 lbs. 13,000 lbs.89,156 lbs. 55,000 lbs 77,156 lbs. 

32,000 lbs... .100,156 lbs. 41,000 lbs.88,156 lbs. 56,000 lbs 76,156 lbs. 

33,000 lbs..,. .99,150 lbs. 45,000 lbs.87,156 lbs. 57,000 lbs 75,156 lbs. 

34,000 lls.9(8,150 lbs. 48,000 lbs.86,156 lbs. 58,000 lbs 74,156 lbs. 

35,000 lbs.97,156 lbs. 17.000 lbs.85,156 lbs. 59,000 lbs 73,156 lbs. 

36,000 lbs.96,150 lbs. 48,090 lbs.84,156 lbs. 60,000 lbs 72,156 lbs. 

Table No. 4—Cars equipped with trucks having 5%" x 10" journals, 
stenciled capacity of car being 100,000 lbs., subject to 15% overload for 

closed types, and 20% overload for open types. 

Allowable Limited Allowable Limited Allowable Limited 

Light Load Based on Light Load Based on Light Load Based on 

Weight Total Journal Weight Total Journal Weight Total Journal 

of Car Capacity of Car Capacity of Car Capacity 

30,000 lbs.... 131,100 lbs. 41,000 lbs.... 120,100 lbs. 51,000 lbs.... 110,100 lbs. 

31,000 lbs.... 130,100 lbs. 42,000 lbs.... 119,100 lbs. 52,000 lbs.... 109,100 lbs. 

32,000 lbs.... 129,100 lbs. 43,000 lbs.... 118,100 lbs. 53,000 lbs.... 108,100 lbs. 

33,000 lbs.... 128,100 lbs. 44,000 lbs.... 117.100 lbs. 54.000 lbs.... 107,100 lbs. 

34,000 lbs.... 127,100 lbs. 45,000 lbs.... 116,100 lbs. 55,000 lbs.... 106,100 lbs. 

35,000 lbs.... 126,100 lbs. 46.000 lbs.... 115,100 lbs. 56,000 lbs.... 105,100 lbs. 

36,000 lbs.... 12-5,100 lbs. 47,000 lbs.... 114,100 lbs, 57,000 lbs.... 104,100 lbs. 

37,000 lbs.... 124,100 lbs. 48,000 lbs... .113,100 lbs. 58,000 lbs.... 103,100 lbs. 

38,000 lbs.... 123,100 lbs. 49,000 lbs.... 112,100 lbs. 59,000 lbs.... 102,100 lbs. 

39,000 lbs.... 122,100 lbs. 50,000 lbs... .111,100 lbs. 60,000 lbs.... 101,100 lbs. 

40,000 lbs.... 121,100 lbs. 

Table No. 5—Cars equipped with trucks having 6" x 11" journals, 
stencilled capacity of car being 140,000 lbs., subject to 15% overload for 

closed types, and 20% for open types. 

Allowable Limited Allowable Limited Allowable Limited 

Light Load Based on Light Load Based on Light Load Based on 

Weight Total Journal Weight Total Journal Weight Total Journal 

of Car Capaeitv of Car Capacity of Car Capacity 

36,000 lbs.... 174,808 lbs. 54,000 lbs.... 156,808 lbs. 72,000 lbs.... 138,808 lbs. 

37,000 lbs.... 173,808 lbs. 55,000 lbs.... 155,808 lbs. 73,000 lbs.... 137,808 lbs. 

38,000 lbs.... 172,808 lbs. 56,000 lbs.... 154,808 lbs. 74,000 lbs.... 136,808 lbs. 

39.000 lbs.... 171,808 lbs. 57.000 lbs.... 153,808 lbs. 75,000 lbs.... 135,808 lbs. 

40,000 lbs.... 170,808 lbs. 58,000 lbs.... 152,808 lbs. 76,000 lbs.... 134,808 lbs. 

41,000 lbs.... 169,808 lbs. 59,000 lbs.... 151,808 lbs. 77,000 lbs.... 133,808 lbs. 

42,000 lbs.... 168,808 lbs. 60,000 lbs.... 150,808 lbs. 78,000 lbs.... 132,808 lbs. 

43,000 lbs.... 167,808 lbs. 61,000 lbs.... 149,808 lbs. 79,000 lbs.... 131,808 lbs. 

44,000 lbs.... 166.808 lbs. 62,000 lbs.... 148,808 lbs. 80,000 lbs.... 130,808 lbs. 

45,000 lbs.... 165,80S lbs. 63,000 lbs.... 147,808 lbs. 81,000 lbs.... 129,808 lbs. 

46,000 lbs... 164,808 lbs. 64,000 lbs.... 146,808 lbs. 82,000 lb£... 128,808 lbs. 

47,000 lbs.... 163,808 lbs. 65,000 lbs.... 145,808 lbs. 83,000 lbs.... 127,808 lbs. 

48,000 lbs.... 162,808 lbs. 66,000 lbs.... 144,808 lbs. 84,000 lbs.... 126,808 lbs. 

49.000 lbs.... 161,808 lbs. 67,000 lbs.... 143,808 lbs. 85,000 lbs.... 125,808 lbs. 

50,000 lbs.... 160,808 lbs. 68,000 lbs.... 142,808 lbs. 86,000 lbs.... 124,808 lbs. 

51,000 lbs.... 159,808 lbs 09,000 lbs.... 141,808 lbs. 87,000 lbs.... 123,808 lbs. 

52,000 lbs.... 158,808 lbs. 70,000 lbs.... 140,808 lbs. 88,000 lbs.... 122,808 lbs. 

53,000 lbs.... 157,808 lbs. 71,000 lbs... .139,808 lbs. 

The allowable limits quoted do not include permissible percentage of 
overload. 




































274 


Para. 11 MISCELLANEOUS 

There are many minor directions in which we can help the operating 
department and in which they can assist ns, and some of these are mentioned 
herein. One is by avoiding switching defective cars in conjunction with 
good serviceable cars. Unless this is done the bad-order car, unable to 
stand the physical stress imposed, generally reaches the repair tracks in 
such a condition as to necessitate much more work than would have been 
necessary had it been switched independently. Another point is, that some 
train crews are in the habit of carrying switch chains on truss rods under 
caboose and car equipment. This is a very bad and dangerous practice and 
where observed by inspectors must be stopped. If chains are necessary they 
must be placed inside the car. 

We are at some periods of the year very hardly pressed to provide equip¬ 
ment to meet demands for cars for the movement of certain commodities 
such as grain, flour, etc. Very often there is no general shortage of cars 
but merely a heavy demand for the one particular class of equipment, and 
it is very annoying to observe cars entirely suited for the lading in question 
being used unnecessarily for hauling commodities which could easily be 
handled in a class of equipment of which there is an abundance available. 
Foremen and inspectors will, whenever they see cars being misused in this 
wav, make a note of the fact and draw the attention of operating officials 
to the matter in such a way that good and not friction will result from it. 
In making a note of such cars, it is advisable to do so in a book so that 
periodical reports can be called for should there be any prevalence of this 
misuse of cars at any time. In order to make the information useful the 
wavbill reference should be recorded also. 

In the same way, we should at all times endeavor to prevent the use 
of steel underframe equipment for ice loading, and inspectors are warned 
they are not to allocate steel underframe cars to this service without express 
permission through their foremen from the Master Car Builder. Refriger¬ 
ator cars equipped with ice boxes positively must not be used for ice loading. 

In connection with the turning back of cars with short draft arms or 
:>f weak construction, the operating department has issued instructions that 
cars marked “WC” (for Lines East) or “SR” (for Lines West) will not be 
hauled westward beyond Aberdeen. All concerned will mark cars accord¬ 
ingly when operating in the regions affected. 

In all train yards, car inspectors are responsible for the closing of side 
doors on all cars other than those loaded at the freight house. Many serious 
accidents have occurred through negligence of this instruction, and it has 
been a matter of doubt as to whose responsibility it was. It is now our 
responsibility. This applies to box cars, refrigerators and all house cars 
and vigorous action must be taken by foremen to see that the instruction 
is carried out both in the interest of safety and economy. 

Another matter where we should link up with the operating department 
is in the mishandling of cars in switching. When it is observed that a car 
is rough handled notation should be made of it and the matter reported 


275 


through direct channels to the superintendent so that he may take steps 
to correct the matter. 

When sleepers are set out soil cans must be placed under them and 
foremen will not wait until this matter is neglected and reported through 
this office to take steps to obtain cans, should there be a shortage, but will 
look after this matter as one of routine and see that complaints do not arise. 

When baggage cars are to be loaded with theatrical equipment, inspec¬ 
tors will see that all oil is removed from the lamps, and lamps are wiped 
dry so as to guard against claims which have arisen from this cause in 
the past. 

When passenger trains leave coach yards to back into depots, the back-up 
hose must be coupled to the brake pipe by the carman who will see that 
the air is cut in and ready for service and the hose hung in a manner which 
will insure against its falling off. 

Para. 12 OBSERVATION OF CONDITIONS 

There is no more practical way of determining the conditions prevailing 
on a railroad than by actual observation. Foremen should occasionally post 
themselves a few miles outside of a terminal or at some similar point, and 
note the condition of cars. In this way excessive draft gear slack, flat 
wheels, hot boxes, improper brake adjustments, missing parts of trucks, etc., 
can be readily observed, as well as the loading of cars and way in which 
train is handled. Also switching yards should be visited and the way in 
which trains are made up noted. There is an unlimited field for observation, 
and much good will generally result from foremen being acquainted first 
hanjJ with the conditions he has to contend with in his work of keeping 
cars in proper condition. 


276 


Section VII 

WRECKING 

Para. 1 GENERAL OUTLINE 

Wrecks form a regrettable side of railroading. In spite of all the care 
and devotion that can be bestowed upon tracks and equipment, the forces 
of nature—wind, rain, snow, temperature, lightning, etc.—can ever upset 
the most careful calculations of man, and wrecks result. Realization of this 
fact is the reason why we prepare to meet such contingencies, and in con¬ 
sequence the “Wrecker” has been evolved. 

The wrecking outfit is to the railroad what the fire brigade is to a city, 
and absolute efficiency is the only permissible basis for its operation. Any 
breakdown, delay, or ineffectiveness may cause the suffering and incon¬ 
venience of pasengers, and will almost assuredly result in financial loss to 
the company. 

No definite rules can be laid down as to the method of handling wrecks 
nor what is required for the preparation in connection with them, and the 
following rules are for general guidance only, discretion and good judgment 
being used by those responsible. 

Para. 2 CAUSES OF WRECKS 

Sub-para. (I) COMBINATIONS OF CONDITIONS 

Investigations of wrecks are often more or less perfunctory, and some¬ 
times resolve themselves into a means of the various departments saddling 
the blame on to someone else, and clearing their own records. This l^hds 
to two things, carelessness in ascertaining and correcting the factors which 
contribute to wrecks, and friction which destroys harmony whose value 
cannot be estimated in dollars and cents, but which is nevertheless one of 
the most valuable assets in economical operation. 

It will be the policy of this department to be perfectly frank and fair 
in assigning causes of wrecks, and where due to a combination of conditions, 
to state all the conditions, regardless of whether they represent the responsi¬ 
bility of another department, or if they are solely our own. It is not 
sufficient to say that because the load shifted, the trucks were defective, 
the flanges sharp, or the car did not slue, the roadway is absolved, but it 
must first be brought out that the same accident would have occurred under 
perfect conditions of the line, surface, elevations, etc. To say that a piece 
of track put up well enough for cars in average condition to operate safely 
does not free us from responsibility when a car below the average is derailed, 
provided that if the track had been a little better, the accident would not 
have occurred. A switch may be sufficiently well adjusted to permit a 
thousand old cars to pass over it with perfect safety, but if one of the 
thousand with a flange sharper than it should be, picks the point, it should 
not be credited with all the blame—some of it belongs to the roadway de¬ 
partment. 




277 


Sub-para. (II) WHEEL FLANGE AND TREAD DE¬ 
FECTS, SIDE BEARINGS AND 
RIGID TRUCKS 

Derailments clue to the dropping of brake beams, defective material, 
broken parts, inoperative brakes, worn or slid flat wheels, broken springs, 
etc., will, of course, occur to some extent under any conditions, and the 
remedy in each case is well known. 

Sketch herein shows the position of freight car trucks on different parts 
of curves. In the first instance is represented a car entering the curve; 
in the second one, passing the curve, and in the last, leaving the curve. 


C.irf. /^gul f?./2. 
Orr/ce- 

Mgstet/2 /3u>Ioe-&. 



As you know, the outer rail on a curve is elevated so that at a certain 
critical speed the centrifugal force is balanced and the load on all four 
wheels is equalized. Dhe speed under which this condition takes place will 
be designated as normal speed. When a car is operating over the curve at 
the normal speed, the load is carried on the center plates and the trucks are 
free to swivel. If the speed is greater than normal, the car will tilt outward, 






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278 


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and if it is less than normal, the car will tilt inward. In both of these cases 

' * 

the side bearings toward which the car body tilts assists the center plates 
in carrying the weight of the car body. This pressure on the side bearings 
grips the truck, and in some instances is great enough to prevent it from 
swiveling without excessive flange pressure. 













279 


When a car enters a curve, the front truck being on a partially elevated 
track and the rear one on a level track, it is subject to a severe twist, and 
if the framing is rigid, as it is in the case of most of our new high-capacitv 
steel underframe and all-steel cars, the load is carried by two side bearings 
diagonally opposite each other. This is not so true of passenger cars 
because they have two sets of springs in tandem and the body is long and 
therefore more or less flexible. On freight cars and tenders, however, 
where the distance between truck centers is comparativly short, this holds 
true and causes difficulty. 

When entering a curve, if the car frame and springs are sufficiently 
flexible, the load will be equal on all of the wheels if the car approaches 
at normal speed. The truck will, therefore, be free to swing and the wheel 
designated as No. 1 in Figure 1 will serve as the only point of flange being 
in contact with the rail and will not rack under a severe thrust and therefore 
the danger of its climbing the rail will stand at a minimum. On the other 
hand, if the car frame is rigid, the whole load will rest on the side bearings 
designated as A and D, thus gripping the trucks and causing a heavy pres¬ 
sure between the wheel flanges and the rails, and the only reason that the 
wheels will not climb in their efforts to swivel the trucks is because of the 
excessive vertical load which comes on them. 

When entering a curve at high speed the car will list to the outside, 
gripping the truck proportionately to the speed, but also holding down 
wheel marked No. 1 with proportionately greater vertical load. The pres¬ 
sure between the rail and the wheel flanges is, however, increased by an 
additional item which unfortunately does not add anything to the load on 
the wheel itself—it takes more force to deflect the momentum of the truck. 
The danger at wheel marked No. 1 is therefore greater than when operating 
at normal speed. If in addition to this condition the car has a rigid steel 
underframe or superstructure, and the load rests on only two points, it is 
clear that the danger will be still greater, although there will be a heavier 
vertical load resting on the wheels in question. On the other hand, should 
the car enter a curve at lower speed than the normal, it will list inward, 
gripping the track at the inside side bearing, causing wheel No. 1 to hug 
the rail and resist the swiveling of the truck, which causes a high pressure 
between the rail and the flange. Under this condition there is very little 
vertical load on the wheel, and following the path of least resistance the 
tendency will be to climb the rail. If the car has a rigid frame and super¬ 
structure, the vertical load on wheel No. 1 will be increased and the 
tendency to climb the rail will thus be largely overcome. In other words, 
there is less tendency for a car with a rigid frame to be derailed when 
entering a curve at slow speed than there is with one having a flexible 
framing. This conclusion is borne out by actual experience. 

In passing along a curve at normal speed, the conditions on both of 
the trucks are practically the same, that is, wheels 1 and 5 hug the rail, 
while the others do not, and as there is no tendency for further swiveling 
of the truck, it makes no difference whether the car frame is rigid or 
flexible. Under normal speed the loads on all of the wheels are the same 
and the trucks are free to swivel because the body of the car is free from 


\ 


280 


the side bearings. There is, therefore, little danger from the wheels 
climbing. 

* At high speeds the car lists outward, gripping the truck at the side 
bearings and pressing wheels No. 1 and 5 heavily against the rails. Since 
there is a considerable vertical load on these wheels, there is generally no 
danger of derailment unless other imperfections come into play. 

At slow speeds the car will list imvard, owing to the elevation of the 
rail and will grip the truck solidly, this in turn pressing the wheels marked 
No. 1 and 5 hard against the rail. At the same time, there is little, if any, 
vertical load to hold these wheels down and derailments are often caused 
in this way. 

On leaving a curve at normal speed, wheel No. 5 only hugs the rail and 
the trucks are both freeffo swivel. With a rigid car body and superstructure, 
however, the load is partly carried on two side bearings diagonally opposite 
each other because of the front truck being on level track and the rear one 
on that part of the track with one rail elevated, but fortunately a fair share 
of the vertical load is obtainable to hold the wheels in place and avoid their 
climbing the rails. 

At high speed the rear truck is gripped through the vertical pressure 
coming down on the side bearings, but the front truck is free. The rear 
truck will thus derail easier than the front one and this, as you well know, 
has been borne out by many practical experiences. With a rigid underframe 
and superstructure, the relative positions remain about the same with the 
exception, however, that the diagonal loading of the side bearing, adds to 
the already strained conditions. 

In leaving a curve at low speed and assuming that the car frame is fairly 
flexible, all of the wheel flanges on the front truck are free of the rail. 
With a rigid car, however, the diagonal loading will grip the truck and 
hold it in the same relative position as with the car on the curve. Wheel 
No. 2 will hug the inside rail for some time until the truck is level enough 
to relieve the uneven loading. This explains why the rails at the end of 
the curve, where double tracks are used, are worn for some considerable 
distance. The rear truck under flexible car is under the same condition 
as when the car was passing around the curve and great danger exists 
because of the trucks becoming gripped by listing inward and pressing 
wheel No. 5 heavily against the rail without having a very vertical load 
on it. With a rigid car, however, these conditions are very much improved. 

You will find tabulated below a table which shows the conditions to 
which each wheel of the truck is subjected to under the different situations 
as above outlined. Under normal conditions there would be no pressure 
between the wheel flanges and the rail. Under other conditions it would 
vary in intensity, as noted above, and the letters A, B and C are used to 
denote this pressure, A representing the smallest, of course, and denoting 
the least resistance. 

In the same way the load on the different wheels is designated as 
D, E, F and G, and the danger of the wheel climbing by H, J, K and L. 


281 


As may be seen there as six places where great danger exists of the wheel 
climbing the rail, and in fact where there is practically nothing to prevent 
it from so doing. There are also twelve instances where the wheel may 
climb the rail if it is complicated by other imperfections in the truck or 
track construction, and it is, therefore, quite evident that the side bearings 
should be maintained with the proper clearance as specified in our instruc¬ 
tions and to be in as good a physical condition as possible to minimize these 
tendencies. 

Sub-para, (III) WRONG LOADING 

The A. R. A. loading rules are based upon scientific study, and when 
ignored sometimes result in cars leaving the tracks. The necessity for 
advising agents and shippers of these rules, and inspectors keeping a sharp 
lookout for incorrect loading, is brought home when one reviews the cost 
involved by a wreck caused by wrong loading. 

Sub-para, (IV) OTHER CAUSES 

Causes of wrecks other than those mentioned are almost unlimited. 
The failure of any one of many parts of the equipment, a broken or 
spread rail, ice, snow, or loose stone on track, slid flat wheels, brake 
beams down, broken springs, etc., are all conditions which may cause 
wrecks. Improper or carelessly applied linings to journal brasses may 
possibly be the cause of a derailment as fully explained in M. E. Circular 
1055. Inspection as outlined in Section 1 of this book is the means 
of guarding against these various causes of wrecks, but a sharp lookout 
along tracks and at trains should be kept by employees at all times 
to detect any possible cause for derailment or accidents, and once observed 
effective steps taken to immediately remove the danger. 

Para. 3 WRECKING CREWS 

Sub-para. (I) CONSIST 

The wrecking crew will in all cases be in charge of a monthly rated 
foreman, and the members of the crew should be men amenable to 
discipline as discipline is an important factor in connection with the 
picking up of wrecks. The wrecking foreman will report directly to 
the general car foreman on whose division the equipment is regularly 
stationed. It is our policy to have the wrecking foreman in supreme 
charge of the outfit, and this is done knowing full well that there is a 
well-defined difference of'opinion as to the advisability of clearing wrecks 
under the supervision of men especially interested in the salvage of rolling 
stock, for the reason that the vital thing on a busy line is to get the 
railroad open again. 

In order to always have a proper force ready, the wrecking foreman, 
engineer, and crew should be employed in the shops on repair tracks in 
such a way that they may be called at short notice. If the crew is called 
other than during working hours, they should be readily available by tele¬ 
phone or other means, and forty minutes is the absolute maximum time 
allowed for a crew to get away when called to a wreck. 


282 


Sub-para. (II) MEALS FOB THE CREW 

Where wrecking outfits are equipped with dining cars, the wrecking fore¬ 
man is to be considered the purser and out of his own pocket, he shall 
purchase the supplies needed. The wrecking crew will eat their meals from 
these provisions and on the first and fifteenth of each month the total cost 
will be pro-rated and divided so that each individual man pays the cost price 
for the number of meals he consumed. Having paid his allotment, each 
wrecker will place an expense account, Form 132-A and 1006, with the com¬ 
pany for the amount which he needs for reimbursement, this being only 
signed and approved by the wrecking foreman, car foreman and general 
foreman. This cost when pro-rated will generally amount to 40 cents or 
50 cents per meal, this being the amount generally placed on the individual 
expense accounts for remuneration from the company. This is also the 
amount which wrecking foremen will charge all, including officers, trainmen, 
sectionmen and others eating in their diners. 

Where hand derricks are employed and not equipped with diners, or at 
stations which are more or less isolated, and we keep men on hand prac¬ 
tically for the sole purpose of doing road work and they are called out to 
a wreck or derailment, the following should be observed. If men usually 
carry their mid-day luncheon with them and they are only away in con¬ 
nection with the wreck or derailment during one meal hour which would 
be the regular luncheon, it is not expected that they will ask for the meal 
to be paid for at a restaurant or otherwise, as to take a meal in this way 
would generally mean traveling unduly. However, where men go out who 
are not regularly assigned to road work or men who do not carry their 
lunch, it will be satisfactory to grant them permission to include the cost 
of meals in their expense account. 

Para. 4 WRECKING OUTFITS 

Sub-para. (I) CONSIST AND LOCATION 

Wrecking trains with steam derricks are held at all of the important 
terminals and divisional points. Hand derricks are provided for less 
important stations to protect branch lines where the track and bridges are 
of light construction. 

Tool cars will be equipped in accordance with the requirements for the 
location they are to be used in. However, all outfits should be provided 
with a good supply of different sizes of pine and oak blocking from 1" plank 
to 2", 3" up to 6" thickness, and from 34" to 36" long, and with plenty 
of good wooden wedges of various sizes. Four to six 50-ton jacks should 
be kept in the car. F'our x 18' chains with a grab hook at each end 
and a ring in the center should be kept in the tool car. Also two large 
and two small grab hooks to be used to turn over car frames and car 
bodies. The number and sizes of chains, cables, slings and chokers to be 
kept on hand will be left to the discretion of the wrecking foreman, there 
being a difference of opinion as to requirements, and each foreman will 
provide sufficient to meet his method of work. However, there should be 
a few chains V/±" in diameter and 20' long for heavy lifts, and also some 


283 


2 " in diameter, and there should be four ropes 1" to 3" in diameter, and 
from 200' to 300' long with proper sized snatch blocks. There will also 
need to be two guy anchors, four wrecking frogs, and a good supply of 
tools such as chisels, hammers, and wrenches, and a set of track tools such 
as claw bars, lining bars, spike mauls, track wrenches, track chisels, shovels, 
picks with handles, and bags to handle and transfer grain. 

The car with track material should be supplied with about 20 rails, 
complete with fastenings of the pattern used on the main line, one switch 
complete, one right hand and one left hand spring frog of same angle as 
used on mainline, two guard rails, 100 to 150 ties, four or five kegs of spikes 
and a couple of kegs of bolts. 

Wrecking trucks must all be marked in white lead with the name of 
the station to which the wrecker belongs so that when placed under cars 
no difficulty may be experienced in locating the original trucks when the 
car reaches repair track. 

Drawing 12219-1 shows suggested design of special tools for steam 
derricks and every wrecking foreman should be in possession of a copy of 
this drawing which may be obtained upon application, and if any of the 
tools shown thereon are required, request for same should be made in 
ordinary way. 

Sub-para. (II) METHOD OF UPKEEP 

The wrecker should be stored on a convenient track free from cars or 
other obstructions so that it may get away quickly at any time. 

The boiler should be full of water and coal box full of coal. If outfit 
is supplied with a bunk car this must be fully equipped with the necessary 
bedding and blankets for the accomodation of the crew. If a dining car 
is carried it should be equipped with the proper sized range and suitable 
table to take care of not less than 18 men at a meal and supplies should 
be kept at all times for at least a three day period for the crew. It should 
be seen that the dining car is at all times equipped with suitable dishes 
and necessary skillets for the range. The car should also carry a field 
telephone with not less than 150 feet of suitable wire and it should be 
known that this instrument is at all times in good working order. 

Outfits should be kept well painted with all journals properly attended 
to and everything in proper order. The tools in the tool car should be 
stored in such a way that it is unnecessary to unload the entire car with 
tools, jacks, chains, etc., in order to obtain something which is at the 
bottom. The appearance and upkeep of a wrecking outfit should be the 
pride of a wrecking foreman. 

Para. 5 CALL TO A WRECK 

As mentioned previously the crews allotted to a wrecking outfit should 
be quickly available and within reasonable distance from the point where 
the outfit is located, and should be reached by telephone or call boy. The 
chief dispatcher should call the wrecking foreman and give him the full 
line-up of what the wreck or derailment is, and the wrecking foreman 


284 


should make a point of ascertaining as nearly as possible the number of 
cars involved and their condition and whether it is necesasry to take with 
his outfit gondolas or flat cars to be used at the wreck to place damaged cars 
and wreckage on. The wrecking foreman will then get in touch with his 
crew and the maximum time allowed in which to get away is forty minutes, 
but other than under unusual circumstances, 30 minutes should not be 
exceeded. 

The wrecking outfit is to be made up as follows: The crane directly 
behind the road engine with the boom trailing, overhanging the truck car. 
The next car is to be the tool car, and the diner or sleeper will form the 
rear of the train when road engine is coupled and ready to proceed to the 
wreck. The outfit will proceed according to laid down instructions by the 
superintendent of the division as to speed on different stretches of track, 
but in no case must a wrecker proceed at a greater speed than 25 miles an 
hour . 'When the wrecking foreman is being advised of the wreck by the 
dispatcher he should mention the rate of speed at which the outfit will 
proceed to the wreck so that there may be no possibility of any misunder¬ 
standing on this matter, which is very vital. Also while in touch with the 
dispatcher the wrecking foreman will advise him, should the necessary 
gondolas and flat cars not be available to pick up and take with him, in 
order that they may be picked up at the first point where available, or else 
arrangements made to have them specially sent to the scene of the wreck. 

Para. 6 ARRIVAL AT WRECK 

As the wrecking outfit nears the scene of the derailment or wreck, the 
wrecking foreman will ascertain which is the nearest siding to the wreck 
at which he can arrange for the train crew to cut off the locomotive from 
the head end and couple on at the rear in order to shove the crane up to 
the scene of the derailment, if such procedure is necessary. When the 
machine is shoved up to the nearest point of the derailment that it can 
reach with safety it will be the duty of the wrecking foreman to quickly 
took the situation over in company with a member of the crew who is 
proficient in taking records. They will quickly go over the wreckage, list 
up the number of cars and get the proper information so that he can by this 
time connect up his telephone and advise the dispatcher the length of time 
it will take to open up the main line and length of time it will take to 
pick up the cars in the derailment. The wrecking foreman will usually 
nave a first-class man who is competent to take his place and proceed to 
unload the necessary cables, frogs, tools, etc., to rerail cars or set them 
off so the track can be repaired and put in condition while he, himself is 
looking over the wreck. The wreck looked over, and the tools unloaded, 
everything is then in readiness to commence wmrk. 

Para. 7 PICKING UP WRECK 

The first consideration in picking up a wreck is to take care of injured 
passengers or crew. In the case of a serious accident to a passenger train 
medical assistance should be called from the nearest villages or cities and 


285 


every possible effort made to get physicians to the wreck as quickly as 
possible. The wrecking outfit will carry two stretchers and blankets for 
the removal of injured persons to a place of safety. 

In case of serious accident where a large amount of freight has been 
damaged or stock killed or injured, the claim department must be advised 
so that they can have one of their agents at the wreck. 

The wrecking foreman is to be the sole judge as to whether or not he 
should tip over a loaded car or elect to pick the car up, if it be in a cut or 
in a fill, to take it back and set in a location where car and contents will 
not be further damaged. If derailment is close to passing tracks from the 
end that the wrecker is working on, and cars can be rerailed and hauled 
back to this passing track and set out either singly, doubly, or in triple, 
it should be done. This means if they can be rerailed and hauled on their 
own trucks. The wrecking foreman must use judgment in accordance with 
the traffic to be regulated along the line on which the wreck has occurred. 
If it be a track little used he will endeavor to pick up or rerail all cars 
possible, but if it be a line that numerous trains are moving on, and con¬ 
gestion will result from the line being blocked, it will be his duty to tip 
over cars, but he will use judgment in this respect and will be especially 
careful in the tipping over of foreign cars. It must be borne in mind that 
operating officials will be mainly interested in getting the line open, but 
the wrecking foreman must know his business and discriminate between the 
factor of line blocked, and damage to equipment. Once the line is open, 
the wrecking foreman will confer with the dispatcher, calling his attention 
to the conditions, stating what has been done and what is left to be done. 
If there are numerous trains to be moved, and it is important that they 
go forward, the wrecker should pull into a passing track until such time 
as the line is available for his purpose. 

When picking up the wreck and while the train is in operation, only 
tools actually required should be taken out of the tool car, and as soon as 
the line is clear all tools must be picked up and loaded back into the car for 
emergency service as there is always the liability of being called to another 
wreck, before the one they are working on is finally cleared up. 

While working, picking up and setting aside cars, the derrick should 
at all times have sufficient outrigger set to protect the machine when lifting 
a swinging load. This means outriggers ought to be used on both sides 
to stay the machine and care for the recoil in case of cables slipping or 
breaking loose from load. 

On a 60 ton derrick, a plate will be found with the following information 
on it: 


10 tons at 20 feet 

15 tons at 16 feet 

50 tons at 16 feet 

60 tons at 16 feet with outrigger. 


286 


On a 100 ton derrick, the information will be: 

15 tons—single line 
30 tons—with block 
80 tons at 20 feet, with auxiliary lines 
100 tons at 17 feet, with auxiliary lines. 

In calculating a lift, allowance must be made for any obstructions or 
entanglements, such as bent truss rods, etc., or any connection with other 
cars, which will materially add to the dead weight of the lift. It will be 
considered an act of wilful neglect on the part of the wrecking foreman 
if outriggers are not properly set out, and wedged so as not only to take 
the strain during lifting, but hold the wrecker in position in the event 
of recoil. 

Para.8 CLEARING UP AFTER A WRECK 

Equipment damaged or destroyed must not be burned on account of 
the abuse resulting from this privilege. Everything must be picked up 
and the scene of the wreck or derailment thoroughly cleaned up as nothing 
looks more unsightly than any destroyed parts of equipment lying along 
our right of way. 

As soon as the clearing away is completed all tools must be properly 
taken care of and stored in the outfit cars. Wrecked cars, either loaded 
on other cars or on their own trucks or wrecking trucks, should be so 
loaded or arranged as to reach repair point safely. Derailed trucks picked 
up but not replaced under cars must be stenciled with the car number. 
In addition the car will be marked as having wrecking trucks under it, and 
the car foreman at the repair point to which cars are proceeding as well 
as the chief dispatcher, will be so notified, stating whether the wrecking 
truck is applied to car so that it can be replaced with standard truck at 
the first point, or whether the car may proceed to destination without 
delaying load. Whenever possible the car foreman will replace the wrecking 
truck with a standard truck unless too great a delay to the car will occur. 
In connection with the application of a wrecking truck to a car it should 
be noted that it is permissible to haul such a car with the brake beams 
missing from the wrecking truck so long as the other truck is equipped 
with brake beams and connected up with hand brakes. However, such a 
car should not be hauled beyond a repair point. Cars with wrecking trucks 
applied will not be allowed through interchange. Cars with minor repairs 
such as bent grabs, etc., will as far as possible be hauled to a repair point 
by the wrecker to save unnecessary handling, but this will be entirely 
within the judgment of the wrecking foreman. 

After the wreck is cleared up and the outfit is returning, it must be 
clearly understood that at the first point where coal and water is available 
the outfit must take its full complement so that it will be in condition on 
its arrival home, or even when enroute to proceed to another derailment 
or accident. Immediately on arrival home the wrecker will be thoroughly 
inspected and any defects found corrected, and all necessary steps taken 
to put it in first-class shape, ready for immediate use again. 


287 


The necessary records in connection with wrecking are fully described 
in Section 15. Apart from reports, however, it is advisable for every 
wrecking outfit to keep a log book of about 300 pages. When a call is 
received to go to a wreck this will be entered in the book together with 
the date, the hour called, the time men get on the train, time train departed, 
and time arrived at scene of wreck. Also enter all the information as to 
the cars involved in the wreck the same as is made out on the regular 
wreck report. In the handling of this log book there will be a good many 
things come up that can be advantageously written down so that if further 
explanations are required at any time in regard to any happenings during 
the trip the information can be supplied. Any interference by operating 
officials, messages received enroute or at the wreck should be noted, and 
also it would be advisable to show the names of the crew and the number 
of meals partaken on the trip, and all little details in and around the wreck. 


288 


Section VIII 

GENERAL INFORMATION 

Para. 1 FATIGUE OF METALS 

You have probably heard of the term or of the theory as to the fatigue 
of metals in the case of failure of parts in service, and in order that a 
proper understanding is obtained of this term of reference, the matter is 
discussed herein in a general way. 

The gradual approach of fatigue in metals can be typified by the 
behavior of a piece of cloth which was made to undergo a strain, and was 
subsequently released, and again and again stressed, with an interval 
between each recurrence. When a tensile load is applied to this material, 
it is certain that before all of the longitudinal yarns can take up the stress, 
a phase of mutual adjustment of the yarns and their component fibres must 
take place. Some will be slack, while others will be taut; some will be in 
close adherence to their neighbors, while others will have comparatively 
independence of action in the initial unstressed condition. When the load 
is applied the slack fibres and yarns take up a portion of the load, after 
the first stretching of those that are taut, while those which adhere to 
adjacent ones will slip relatively to their neighbors. 

If, before the last named state is reached, the load is removed, the 
specimen will return to a condition of zero, as some of the displacements 
which have taken place during the earlier states of stress application are 
not reversible, being maintained at more or less definite values of the 
friction which exists between the continuous elements. If a second cycle 
of loading takes place, many of these adjustments will not recur, since the 
fibres have been permanently disposed into positions more favorable to 
uniform distribution of the stress. A fairly definite proportion of them, 
however, will recur, comprising mainly those which, due to insufficiency 
of friction between elements, have been allowed to appropriate their initial 
condition of slackness or mutual contact. Thus at every repetition of the 
loading and unloading cycle certain slips and shifts will take place in the 
fabric, decreasing, however, in number and extent with each succeeding 
repetition. 

It is this condition which must largely account for the ultimate failure 
of the fabric under repeated loadings since the energy involved in these 
slips and shifts of the fibres and yarns is largely expended in mechanical 
wear of the material itself, diminishing the effective and interlocking which 
exist between the component yarns of the fabric. 

It appears from this that it is almost impossible to apply a strain so 
that all the fibres will be uniformly taxed at once and all from the start, 
but that some limited number will take the initial strain, and stretch, 
others quickly following, will slip on adjacent fibres and finally a sufficient 
number of them will be able to take the full load, and when unloaded will 


289 


be able to go partially back to, or go back nearly to their former positions. 
In all this there is a slight, perhaps imperceptible deformation which never 
wholly disappears. 

The effect of the load produces a slight ineffacable stretch in the fibres 
which first feel the load, and the slipping, one may even say, disentangling, 
of the second lot of fibres, is a form of work which the applied load performs 
-and this “work” process is kept up long enough, ultimate failure is brought 
about, like the slow filing away of substances when even the lubricated 
surfaces of cross-head and guides rub upon each other for a long period 
of time, and this produces the “loose guides,” with which we are all so 
familiar. 

In explanation of this condition, and perhaps without any very well 
defined reason, we often set a time limit to the endurance of car axles 
and do not take account of the mileage made per car. It is assumed, perhaps 
rightly, that the average time of service if practically accurate enough to 
be applied to all equipment, and we are in reality allowing for this very 
form of loading and unloading of the axle, which is slowly, yet imperceptibly 
disintegrating the internal structure of the metal. Good quality of material 
seems to be, from what we have been considering, nothing more than the 
ability of a piece of metal to put quite a large number of fibres into the 
field, to take up the initial strain and to lock other fibres together so that 
they will not readily slip or disentangle. By so doing, this good quality 
metal, longer withstands the disintegrating and fibre-wearing “work” of 
the intermittently applied outside strain. 

Metal stands to fail from the moment it is put in service and to give 
up its use despite appearances seems to be the course dictated by reason. 
The failure of metal, by what is called fatigue, if we mean anything, is 
the culmination of a long drawn out process and does not come to us like 
the bolt out of the blue. 

We should consider this matter in the analysis of wrecks and failure 
of parts, also in the reclamation of material. 

Para. 2 SHEARING STRENGTH 

Sub-para. (I) COMPARISON BETWEEN WOODS AND 

METALS 

Sometimes force may act in such a manner that the material is sheared 
off. For instance, the rivets in a steam boiler are exposed to shearing stress 
when the boiler is under steam pressure. 

When holes are punched or bars of iron are cut off under punching 
presses, the action of the punch in cutting off the material is shearing, 
and the resistance which the material offers is its ultimate shearing strength. 
The average ultimate shearing strength of wrought iron is 40,000 pounds 
per square inch. In cast-iron the ultimate shearing strength is usually 
between 20,000 and 30,000 pounds per square inch. In steel the ultimate 
shearing strength will vary from 40,000 to 80,000 pounds per square inch. 

The resistance offered to shearing is in proportion to the sheared area. 
Thus, it will take twice as much force to punch a hole two inches in 
diameter through a three-eighths inch plate as it would to punch a hole 


290 


only one inch in diameter through the same plate, and it will take four 
times as much force to shear off a one-inch bolt as it would to shear off 
a one-half inch bolt, because the area of a one-inch bolt is four times as 
large as the area of a one-half inch bolt. 

The following table gives the comparative shearing strength of metal 
and wood: 


Material Pounds per Square Inch 

Steel .45,000 to 75,000 

Wrought Iron Rivets .35,000 to 55,000 

Cast-iron .20,000 to 30,000 

Oak, crosswise. 4,500 to 5,500 

Oak, lengthwise. 400 to 700 

Pitch Pine, crosswise . 4,000 to 5,000 

Pitch Pine, lengthwise. 400 to 600 

Spruce, crosswise . 3.000 to 4,000 

Spruce, lengthwise . 300 to 500 

Sub-para. (II) SHEARING STRENGTH OF BOLTS OR 

RIVETS 


The shearing strength of a bolt or rivet can be readily worked out by 
reference to the following table which shows the area of bolts at the bolt 


proper and at the root of the thread. On the basis of 35,000 pounds to the 
square inch the shearing strength of any bolt can be figured out if necessary. 


Diam. 

No. of 

threads 

per-inch 

Diam. 
at-root 
of thread 

Diam. of 
tap drill 

Area in sq. inches 

At root 

of bolt of thread 

y 4 

20 

0.185 

H 

0.049 

0.026 

a 

18 

0.240 

y 4 

0.076 

0.045 

% 

16 

0.294 


0.110 

0.068 

T 7 (T 

14 

0.345 

M 

0.150 

0.093 

y 2 

13 

0.400 

n 

0.196 

0.126 

'dr 

12 

0.454 

M 

0.248 

0.162 

% 

11 

0.507 

H 

0.307 

0.202 

% 

10 

0.620 

n 

0.442 

0.302 

Vs 

9 

0.731 

% 

0.601 

0.419 

1 

7 

0.939 

u 

0.994 

0.694 

1% 

8 

0.838 

if 

0.785 

0.551 

1% 

7 

1.064 


1.227 

0.893 

1% 

6 

1.158 

l* 

1.485 

1.057 

1 Mr 

6 

1.283 

m 

1.767 

1.295 

1% 

5 % 

1.389 

l§5 

2.074 

1.515 

1% 

5 

1.490 

m 

2.405 

1.746 

1% 

5 

1.615 

m 

2.761 

2.051 

2 

4V 2 

1.711 

hi 

3.142 

2.302 

2% 

4% 

1.961 

2?fa 

3.976 

3.023 

2% 

4 

2.175 

2M 

4.909 

3.719 

2% 

4 

2.425 

2|i 

5.940 

4.620 

3 

3i/o 

2.629 

2 H 

7.069 

5.428 

3*4 

3y> 

2.879 

2tt 

8.296 

6.510 

3% 

3^4 

3.100 

8« 

9.621 

7.548 

3% 

3 

3.317 

3% 

11.045 

8.641 

4 

3 

3.567 

3% 

12.566 

9.963 

4% 

2% 

3.798 

315 

14.186 

11.340 

4% 

2% 

4.028 

4s 3 2 

15.904 

12.750 

4% 

2% 

4.255 

4* 

17.721 

14.215 

5 

2% 

4.480 

4* 

19.635 

15.760 

;)1 /4 

2% 

4.730 

4f| 

21.648 

17.570 

5y> 

2% 

4.953 

5^ 

23.759 

19.260 

5% 

2% 

5.203 


25.967 

. 21.250 

6 

21/4 

5.423 

5y 2 

28.274 

23.090 











291 


Para. 3 BREAKING STRAINS 

Sub-para. (I) BOLTS AND RIVETS 

A bolt or rivet will normally require a greater strain as imposed by a 
straight pnll to break it than would be required by a shearing strain. The 
breaking strain of any bolt is problematical, as the quality of the metal used 
will have considerable bearing on its ability to resist strains. The following 
table is a good guide for ordinary wrought iron bolts: 



No. of threads 

Diam. of 

Area of 

Probable 

Diam. 

per inch root of thread 

root of thread 

breaking load 

y 2 

13 

0.400 

0.126 

6,400 lbs. 


12 

0.454 

0.162 

8,200 lbs. 

% 

11 

0.507 

0.202 

10,200 lbs. 

% 

10 

0.620 

0.302 

15,200 lbs. 

7 /s 

9 

0.731 

0.420 

21,100 lbs. 

1 

8 

0.837 

0.550 

27,500 lbs. 

1 % 

7 

0.940 

0.694 

34,500 lbs. 

1% 

7 

1.065 

• 0.893 

44,000 lbs. 

1% 

6 

1.160 

1.057 

52,000 lbs. 

1 % 

6 

1.284 

1,295 

63,000 lbs. 

1% 

5 y 2 

1.389 

1.515 

74,000 lbs. 

1% 

5 

1.491 

1.746 

84,000 lbs. 

IVs 

5 

1.616 

2.051 

99,000 lbs. 

2 

4y> 

1.712 

2.302 

110,000 lbs. 

2% 

4 y 2 

1.962 

3.023 

143,000 lbs. 

2% 

4 

2.176 

3.719 

174,000 lbs. 

2% 

4 

2.426 

4.620 

214,000 lbs. 

3 

3 y 2 

2.629 

5.428 

248,000 lbs. 

sy 2 

3y 4 

3.100 

7.548 

337,000 lbs. 

4 

3 

3.567 

9.993 

435,000 lbs. 

Sub-para. (II) 


LUMBER 




There are so many ways in which lumber may be tested for breaking 
strains that it is impossible to express them excepting by a very long 
explanation and many sets of figures. The following table showing the unit 
stresses for structural timber in pounds per square inch as issued by the 
American Bailway Engineers Association will be found a useful table for 
ready reference: 


Kind of 
Timber 

Bending 

Shearing 

Compression 

Extreme 

Fiber 

Modulus 
of elas¬ 
ticity 

Parallel 
to grain 

Longitudi¬ 
nal shears 
in beam 

Perpendic¬ 
ular to 
grain 

Parallel 
to grain 

Aver¬ 

age 

Ulti¬ 

mate 

Safe 

Stress 

Aver¬ 

age 

■Aver¬ 

age 

Ulti¬ 

mate 

Safe 

Stress 

Aver¬ 

age 

Ulti¬ 

mate 

Safe 

Stress 

Elas¬ 

tic 

Lim¬ 

it 

Safe 

Stress 

Aver¬ 

age 

Ulti¬ 

mate 

Safe 

Stress 

Douglas Fir... 

6100 

1200 

1510000 

690 

170 

270 

110 

630. 

310 

3600 

1200 

Longleaf pine. 

6500 

1300 

1610000 

720 

180 

200 

120 

520 

260 

3800 

1300 

Shortleaf pine. 

5600 

1100 

1480000 

710 

170 

330 

130 

340 

170 

3400 

1100 

White pine.... 

4400 

900 

1130000 

400 

100 

180 

70 

290 

150 

3000 

1000 

Spruce. 

4800 

1000 

1310000 

600 

150 

170 

70 

370 

180 

3200 

1100 

Norway pine. . 

4200 

800 

1190000 

590 

130 

250 

100 

• • • 

150 

2600 

800 

Tamarack.... 

4600 

900 

1220000 

570 

170 

260 

100 

• • • 

220 

3200 

1000 

West. Hemlock 

5800 

1100 

1480000 

630 

160 

270 

100 

440 

220 

3500 

1200 

Redwood. 

5000 

900 

800000 

300 

80 

... 


400 

150 

3300 

900 

Bald Cypress.. 

4800 

900 

1150000 

500 

120 

• • • 

• • • 

340 

170 

3900 

1100 

Red Cedar... . 

4200 

800 

860000 



• • • 

• • • 

470 

230 

2800 

900 

White Oak.... 

5700 

1100 

1150000 

840 

210 

270 

110 

920 

450 

3500 

1300 











































292 


Para. 4 CLASS OF WHEELS TO BE PLACED UNDER CARS 

The general practice on onr road is to use cast iron wheels under freight 
cars and passenger cars up to 100,000 pounds, light weight, and rolled steel 
or cast steel wheels under heavier equipment. There are exceptions to this 
rule, and where a freight car is stencilled as being equipped with steel tired, 
cast steel or rolled steel wheels, if found with cast iron wheels, it must be 
changed to proper standard. At junction points great care must be shown 
by inspectors to see that cars coming to us from connections have correct 
wheels under them, and where found incorrect proper record and billing 
made. 


Tinder no consideration will a mixture of cast iron and steel wheels be 
permitted under a car. We must be consistent, maintaining either all cast 
iron, or all steel wheels under the same car. 

So that all concerned may be perfectly clear as to what class of wheels 
will be placed under passenger train cars, the standard for each car is set 
out herein. The exception to the rule, however, is that cars in trans-conti¬ 
nental trains, or mountain service (other than branch line service) must 
have rolled or cast steel wheels. If, therefore, a car of low enough light 
weight to use cast iron wheels in ordinary service, and shown accordingly 
in the list below, were transferred to mountain service or a trans-continental 
train, it would immediately require steel wheels. On the other hand, cars 
marked as requiring steel wheels may, if confined to limited areas (branch 
line service, etc.) be permitted to operate with cast iron wheels, but in all 
such cases the local car forces should take the matter up by correspondence 
to avoid responsibility in event of the car going into main line service. 


It is forbidden to permit any car equipped with cast iron wheels to 
operate in the following trains, and inspectors have local instructions to 
refuse to allow such cars to go forward: 


Trains 15, 16, 17, 18 
Trains 19, 20 

Trains 1, 4, 5, 6, 57, 58, 101, X1G, 55 

Trains 25, 26 

Trains 7, 8 

Trains 11, 6 

Trains 51, 52 


Chicago and Seattle 
Chicago and San Francisco 
Chicago and Minneapolis 
Chicago and Kansas City 
Chicago and Omaha 
Chicago and Sioux City 
Chicago and Boulder Jet. 


Car 

Exp. Befg. (Steel Underframe) 


Number 

Light 

Weight 

No. of 
Wheels 

Kind of 


Lbs. 

Per Truck 

Wheels 

1 

69,700 

4 

Steel 

2 

69,700 

4 

Steel 

3 

69,700 

4 

Steel 

4 

69,700 

4 

Steel 

5 

70,800 

4 

Steel 

6 

69,700 

4 

Steel 

7 

69,200 

4 

Steel 

8 

70,000 

4 

Steel 

9 

71,000 

4 

Steel 

10 

69,700 

4 

Steel 

11 

68,100 

4 

Steel 

12 

69,700 

4 

Steel 

13 

69,700 

4 

Steel 


293 


Car Number 

14 

15 

16 

17 

18 

19 

20 
21 
22 

23 

24 

25 

26 

27 

28 

29 

30 

31 

32 

33 

34 

35 

36 

37 

38 

39 

40 

41 

42 

43 

44 

45 

46 

47 

48 

49 

50 

Milk Car (Wood) 100 

101 
102 

103 

104 

300 

301 

302 

303 

304 

305 

306 

307 

308 

309 

310 

311 

312 

313 

314 

315 


Light 

No. of 



Weight 

Wheels 

Kind 

of 

Lbs. 

Per Truck 

Wheels 

71,800 

4 

Steel 


69,700 

4 

Steel 


70,100 

4 

Steel 


69,700 

4 

Steel 


69,900 

4 

Steel 


69,800 

4 

Steel 


70,500 

4 

Steel 


70,100 

4 

Steel 


70,100 

4 

Steel 


70,100 

4 

Steel 


70,200 

4 

Steel 


71,200 

4 

Steel 


70,000 

4 

Steel 


68,900 

4 

Steel 


70,100 

4 

Steel 


70,000 

4 

Steel 


69,800 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


70,700 

4 

Steel 


71,800 

4 

Steel 


73,200 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


70,500 

4 

Steel 


71,500 

4 

Steel 


71,500 

4 

Steel 


50,900 

4 

Cast 

Iron 

52,400 

4 

Cast 

Iron 

53,100 

4 

Cast 

Iron 

52,400 

4 

Cast 

Iron 

52,700 

4 

Cast 

Iron 

46,900 

4 

Cast 

Iron 

44,500 

4 

Cast 

Iron 

42,000 

4 

Cast 

Iron 

45,900 

4 

Cast 

Iron 

47,600 

4 

Cast 

Iron 

46,700 

4 

Cast 

Iron 

60,200 

6 

Cast 

Iron 

56,400 

6 

Cast 

Iron 

61,700 

6 

Cast 

Iron 

40,500 

4 

Cast 

Iron 

52,800 

4 

Cast 

Iron 

46,300 

4 

Cast 

Iron 

48,100 

4 

Cast 

Iron 

53,400 

4 

Cast 

Iron 

50,600 

4 

Cast 

Iron 

50,100 

4 

Cast 

Iron 


Milk Express (Wood) 


Car 


Baggage (Wood) 


Baggage (Wood) 


294 





Light 

No. of 


Number 

Weight 

Wheels 

Kind of 


Lbs. 

Per Truck 

Wheels 

316 

50,500 

4 

Cast Iron 

317 

52,800 

4 

Cast Iron 

318 

62,300 

6 

Cast Iron 

319 

61,100 

6 

Cast Iron 

320 

62,200 

6 

Cast Iron 

321 

51,000 

4 

Cast Iron 

322 

64,200 

4 

Cast Iron 

323 

50,700 

4 

Cast Iron 

324 

51,000 

4 

Cast Iron 

325 

51,000 

4 

Cast Iron 

326 

50,500 

4 

Cast Iron 

327 

54,300 

4 

Cast Iron 

328 

50,600 

4 

Cast Iron 

329 

54,400 

4 

Cast Iron 

330 

50,000 

4 

Cast Iron 

331 

58,100 

4 

Cast Iron 

334 

85,200 

6 

Cast Iron 

335 

84,900 

6 

Cast Iron 

336 

86,100 

4 

Cast Iron 

337 

79,500 

4 

Cast Iron 

338 

79,200 

6 

Cast Iron 

339 

85,000 

6 

Cast Iron 

340 

81,000 

6 

Cast Iron 

341 

46,000 

4 

Cast Iron 

342 

55,000 

4 

Cast Iron 

343 

71,000 

6 

Cast Iron 

344 

44,700 

4 

Cast Iron 

345 

48,600 

4 

Cast Iron 

346 

46,500 

4 

Cast Iron 

347 

45,500 

4 

Cast Iron 

400 

44,600 

4 

Cast Iron 

401 

43,600 

4 

Cast Iron 

402 

43,000 

4 

Cast Iron 

404 

47,500 

4 

Cast Iron 

405 

44,500 

4 

Cast Iron 

407 

47,900 

4 

Cast Iron 

409 

44,600 

4 

Cast Iron 

412 

49,600 

4 

Cast Iron 

414 

53,300 

4 

Cast Iron 

415 

75,600 

4 

Cast Iron 

416 

53,100 

4 

Cast Iron 

417 

56,800 

4 

Cast Iron 

418 

52,100 

4 

Cast Iron 

419 

48,900 

4 

Cast Iron 

420 

48,900 

4 

Cast Iron 

423 

49,500 

4 

Cast Iron 

424 

49,000 

4 

Cast Iron 

450 

54,600 

4 

Cast Iron 

451 

56,000 

4 

Cast Iron 

452 

52,300 

4 

Cast Iron 

453 

61,000 

6 

Cast Iron 

455 

61,500 

6 

Cast Iron 

456 

59,600 

6 

Cast Iron 

457 

58,800 

6 

Cast Iron 

458 

60,900 

6 

Cast Iron 

459 

47,800 

4 

Cast Iron 

460 

60,000 

6 

Cast Iron 

461 

51,800 

4 

Cast Iron 

462 

63,700 

6 

Cast Iron 

463 

54,100 

4 

Cast Iron 


295 


Car 

Baggage (Wood) 


Light 

No. of 


Weight 

Wheels 

Kind of 

Lbs. 

Per Truck 

Wheels 

55,000 

4 

Cast Iron 

52,900 

4 

Cast Iron 

49,400 

4 

Cast Iron 

60,300 

6 

Cast Iron 

62,200 

6 

Cast Iron 

50,600 

6 

Cast Iron 

52,700 

4 

Cast Iron 

55,300 

4 

Cast Iron 

60,200 

6 

Cast Iron 

66,000 

6 

Cast Iron 

60,600 

6 

Cast Iron 

58,800 

6 

Cast Iron 

62,700 

6 

Cast Iron 

60,700 

6 

Cast Iron 

52,200 

6 

Cast Iron 

61,700 

6 

Cast Iron 

58,000 

6 

Cast Iron 

62,400 

6 

Cast Iron 

62,600 

6 

Cast Iron 

60,300 

6 

Cast Iron 

59,000 

6 

Cast Iron 

61,200 

6 

Cast Iron 

64,200 

6 

Cast Iron 

61,000 

6 

Cast Iron 

61,800 

6 

Cast Iron 

62,000 

6 

Cast Iron 

66,400 

6 

Cast Iron 

59,500 

4 

Cast Iron 

59,000 

4 

Cast Iron 

54,600 

4 

Cast Iron 

54,500 

4 

Cast Iron 

49,000 

4 

Cast Iron 

68,800 

6 

Cast Iron 

80,900 

6 

Cast Iron 

75,500 

6 

Cast Iron 

70,400 

6 

Cast Iron 

67,700 

6 

Cast Iron 

67,400 

6 

Cast Iron 

70,000 

6 

Cast Iron 

71,400 

6 

Cast Iron 

74,300 

6 

Cast Iron 

72,500 

6 

Cast Iron 

67,700 

6 

Cast Iron 

69,200 

6 

Cast Iron 

69,100 

6 

Cast Iron 

73,300 

6 

Cast Iron 

72,600 

6 

Cast Iron 

68,300 

6 

Cast Iron 

70,900 

6 

Cast Iron 

72,700 

6 

Cast Iron 

75,900 

6 

Cast Iron 

78,000 

6 

Cast Iron 

78,400 

6 

Cast Iron 

69,800 

6 

Cast Iron 

71,000 

6 

Cast Iron 

77,800 

6 

Cast Iron 

75,000 

6 

Cast Iron 

76,300 

6 

Cast Iron 

78,500 

6 

Cast Lon 

78,300 

6 

Cast Iron 


Number 

464 

465 

466 

467 

468 

469 

470 

471 

472 

473 

474 

475 

476 

477 

478 

479 

480 

481 

482 

483 

484 

485 

486 

487 

488 

489 

490 

491 

492 

493 

494 

495 

500 

501 

502 

503 

504 

505 

506 

507 

508 

509 

510 

511 

512 

513 

514 

515 

516 

517 

518 

519 

520 

521 

522 

523 

524 

525 

526 

527 


296 


Car 

Baggage (Wood) 


- 

Light 

No. of 


Number 

Weight 

Wheels 

Kind of 


Lbs. 

Per Truck 

Wheels 

528 

81,400 

6 

Cast Iron 

529 

78,400 

6 

Cast Iron 

530 

81,000 

6 

Cast Iron 

531 

77,200 

6 

Cast Iron 

532 

77,900 

6 

Cast Iron 

533 

77,400 

6 

Cast Iron 

534 

79,300 

6 

Cast Iron 

535 

78,700 

6 

Cast Iron 

536 

80,700 

6 

Cast Iron 

537 

83,400 

6 

Cast Iron 

539 

76,000 

6 

Cast Iron 

540 

76,600 

6 

Cast Iron 

541 

77,200 

6 

Cast Iron 

542 

79,000 

6 

Cast Iron 

543 

74,800 

6 

Cast Iron 

544 

77,900 

6 

Cast Iron 

545 

72,100 

6 

Cast Iron 

546 

76,200 

6 

Cast Iron 

547 

81,300 

6 

Cast Iron 

548 

79,700 

6 

Cast Iron 

549 

77,300 

6 

Cast Iron 

550 

75,100 

6 

Cast Iron. 

551 

84,100 

6 

Cast Iron 

552 

78,000 

6 

Cast Iron 

553 

78,400 

6 

Cast Iron 

554 

76,000 

6 

Cast Iron 

556 

79,300 

6 

Cast Iron 

557 

78,200 

6 

Cast Iron 

558 

72,700 

6 

Cast Iron 

559 

76,300 

6 

Cast Iron 

560 

76,800 

6 

Cast Iron 

561 

81,800 

6 

Cast Iron 

562 

79,700 

6 

Cast Iron 

563 

75,800 

6 

Cast Iron 

564 

72,700 

6 

Cast Iron 

565 

79,600 

6 

Cast Iron 

566 

78,500 

6 

Cast Iron 

567 

80,400 

6 

Cast Iron 

568 

72,700 

6 

Cast Iron 

569 

81,700 

6 

Cast Iron 

570 

75,600 

6 

Cast Iron 

571 

80,200 

6 

Cast Iron 

572 

74,600 

6 

Cast Iron 

573 

78,900 

6 

Cast Iron 

574 

77,800 

6 

Cast Iron 

575 

73,700 

6 

Cast Iron 

576 

82,500 

6 

Cast Iron 

577 

84,000 

6 

Cast Iron 

578 

76,400 

6 

Cast Iron 

579 

87,500 

6 

Cast Iron 

580 

89,100 

6 

Cast Iron 

581 

80,800 

6 

Cast Iron 

582 

73,300 

4 

Cast Iron 

>83 

94,600 

6 

Cast Iron 

584 

81,700 

6 

Cast Iron 

585 

53,800 

4 

Cast Iron 

700 

96,000 

6 

Steel 

701 

77,500 

6 

Steel 

702 

97,600 

6 

Steel 

703 

97,400 

6 

Steel 


Baggage (Steel Underframe) 


297 


Car 

Baggage (Steel Underframe) 


Baggage (Steel) 


Number 

Light 

Weight 

704 

Lbs. 

96,000 

705 

107,800 

706 

98,000 

707 

99,300 

708 

98,800 

709 

97,900 

710 

97,400 

711 

96,400 

712 

107,700 

713 

112,800 

714 

110,000 

715 

108,700 

716 

113,400 

717 

113,800 

718 

108,500 

719 

114,200 

720 

104,000 

721 

114,400 

722 

108,700 

723 

103,800 

724 

105,000 

725 

113,000 

726 

102,700 

727 

114,100 

728 

116,800 

729 

115,700 

730 

109,600 

731 

118,100 

732 

109,300 

733 

108,900 

734 

116,300 

735 

117,000 

736 

118,100 

737 

116,200 

738 

88,800 

739 

117,900 

740 

117,000 

741 

116,400 

800 

121,500 

801 

120,200 

802 

117,100 

803 

126,900 

1000 

135,100 

1001 

137,000 

1002 

137,900 

1003 

132,800 

1004 

129,800 

1005 

134,000 

1006 

135,000 

1007 

135,900 

1008 

110,200 

1009 

133,900 

1010 

135,400 

10 li 

134,600 

1012 

133,000 

1013 

136,400 

1014 

129,000 

1015 

134,200 

1016 

136,100 

1017 

135,000 


No. of 


Wheels 

Kind of 

Per Truck 

Wheels 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 


298 




Light 

No. of 


Car 

Number 

Weight 

Wheels 

Kind of 



Lbs. 

Per Truck 

Wheals 


1018 

129,200 

6 

Steel 


1019 

129,800 

6 

Steel 


1020 

133,300 

6 

Steel 


1021 

129,000 

6 

Steel 


1022 

129,000 

6 

Steel 


1023 

124,900 

6 

Steel 


1024 

135,100 

6 

Steel 


1025 

124,200 

6 

Steel 


1026 

137,100 

6 

Steel 


1027 

140,900 

6 

Steel 


1028 

137,300 

6 

Steel 


1029 

139,100 

6 

Steel 


1030 

131,300 

6 

Steel 


1031 

137,900 

6 

Steel 


1032 

137,800 

6 

Steel 


1033 

138,800 

6 

Steel 


1034 

128,800 

6 

Steel 


1035 

134,900 

6 

Steel 


1036 

126,300 

6 

Steel 


1037 

126,700 

6 

Steel 

Express (Steel) 

1038 

126,700 

6 

Steel 


1039 

126,800 

6 

Steel 


1040 

126,700 

6 

Steel 


1041 

134,900 

6 

Steel 


1042 

124,900 

6 

Steel 


1043 

132,900 

6 

Steel 


1044 

124,700 

6 

Steel 


1045 

133,200 

6 

Steel 


1046 

126,700 

6 

Steel 


1047 

125,200 

6 

Steel 


1048 

132,100 

6 

Steel 


1049 

129,100 

6 

Steel 


1050 

130,700 

6 

Steel 


1051 

134,200 

6 

Steel 


1052 

130,800 

6 

Steel 


1053 

136,300 

6 

Steel 


1054 

125,600 

6 

Steel 


1055 

134,900 

6 

Steel 

Mail Apartment (Wood) 

1500 

50,800 


Cast Iron 


1503 

43,900 

4 

Cast lion 


1506 

47,700 

4 

Cast Iron 


1507 

47,100 

4 

Cast Iron 


1509 

47,700 

4 

Cast Iron 


1510 

56,900 

4 

Cast Iron 

0 

1520 

44,500 

4 

Cast Iron 


1521 

61,500 

6 

Cast Iron 


1525 

68,300 

6 

Cast Iron 


1526 

69,300 

6 

Cast Iron 


1527 

48,000 

4 

Cast Iron 


1528 

61,300 

6 

Cast Iron 


1529 

67,900 

6 

Cast Iron 


1531 

61,500 

4 

Cast Iron 


1532 

59,800 

6 

Cast Iron 


1533 

68,900 

6 

Cast Iron 


1534 

70,200 

6 

Cast Iron 


1535 

67,800 

6 

Cast Iron 


1536 

68,300 

6 

Cast Iron 


1537 

70,200 

6 

Cast Iron 


1538 

69,500 

6 

Cast Iron 


1539 

69,400 

6 

Cast Iron 


299 




Light 

No. of 


Name of Car 

Kind 

Weight 

Wheels 

Kind of 



Lbs. 

Per Truck 

Wheels 


1540 

68,100 

6 

Cast Iron 


1541 

69,500 

6 

Cast Iron 


1542 

67,600 

6 

Cast Iron 


1543 

69,800 

6 

Cast Iron 


1544 

69,700 

6 

Cast Iron 


1545 

68,400 

6 

Cast Iron 


1546 

79,400 

4 

Cast Iron 


1551 

89,900 

6 

Cast Iron 


1552 

81,700 

6 

Cast Iron 


1553 

90,900 

6 

Cast Iron 


1554 

93,300 

6 

Cast Iron 


1555 

89,700 

6 

Cast Iron 


1556 

74,700 

6 

Cast Iron 


1557 

93,900 

6 

Cast Iron 


1558 

94,800 

6 

Cast Iron 


1559 

94,200 

6 

Cast Iron 


1560 

94,600 

6 

Cast Iron 


1561 

99,300 

6 

Cast Iron 


1562 

98,500 

6 

Cast Iron 


1563 

97,700 

6 

Cast Iron 


1564 

94,800 

6 

Cast Iron 


1565 

94,800 

6 

Cast Iron 

Mail Apartment (Wood) 

1566 

100,200 

6 

Cast Iron 

1567 

100,700 

6 

Cast Iron 


1568 

93,800 

6 

Cast Iron 


1569 

91,700 

6 

Cast Iron 


1570 

93,500 

6 

Cast Iron 


1571 

93,200 

6 

Cast Iron 


1572 

89,400 

6 

Cast Iron 


1573 

92,400 

6 

Cast Iron 


1574 

109,000 

6 

Cast Iron 


1575 

96,100 

6 

Cast Iron 


1576 

100,600 

6 

Cast Iron 


1577 

98,100 

6 

Cast Iron 


1578 

99,000 

6 

Cast Iron 


1579 

98,700 

6 

Cast Iron 


1580 

96,900 

6 

Cast Iron 

Mail Apartment (Steel Underframe) 

1600 

99,900 

6 

Cast Iron 

1601 

100,500 

6 

Steel 


1602 

102,800 

6 

Steel 


1603 

103,100 

6 

Steel 


1604 

102,800 

6 

Steel 


1605 

84,700 

6 

Steel 


1607 

96,000 

6 

Steel 


1608 

100,400 

6 

Steel 


1609 

100,400 

6 

Steel 


1610 

86,000 

6 

Steel 


1611 

100,700 

6 

Steel 


1612 

100,700 

6 

Steel 


1613 

100,500 

6 

Steel 


1614 

100,100 

6 

Steel 


1615 

99,300 

6 

Steel 


1616 

99,600 

6 

Steel 


1917 

99,500 

6 

Steel 


1618 

100,200 

6 

Steel 


1619 

101,300 

6 

Steel 


1620 

100,600 

6 

Steel 


1621 

77,400 

6 

Steel 


1622 

102,500 

6 

Steel 


1623 

96,000 

6 

Steel 


300 


Name of Car 

Mail Apartment (Steel Underframe) 


Mail Apartment (Steel) 


Mail (Steel Underfame) 



Light 

No. of 

Kind 

Weight 

Wheels 


Lbs. 

Per Truck 

1624 

100,500 

6 

1625 

104,300 

6 

1626 

100,600 

6 

1627 

103,900 

6 

1628 

77,700 

6 

1629 

101,300 

6 

1630 

103,400 

6 

1631 

101,400 

6 

1632 

101,600 

6 

1633 

96,000 

6 

1634 

105,800 

6 

1635 

103,800 

6 

1636 

115,600 

6 

1637 

114,600 

6 

1638 

115,600 

6 

1639 

116,000 

6 

1640 

118,000 

6 

1641 

116,300 

6 

1642 

115,400 

6 

1643 

116,200 

6 

1644 

115,900 

6 

1645 

115,900 

6 

1606 

102,500 

6 

1800 

145,7 00 

6 

1801 

146,900 

6 

1802 

118,600 

6 

1803 

121,300 

6 

1804 

121,000 

6 

1805 

119,500 • 

6 

1806 

119,400 

6 

1807 

123,500 

6 

1808 

122,400 

6 

1809 

118,000 

6 

1810 

118,000 

6 

1811 

119,200 

6 

1812 

120,200 

6 

1813 

115,100 

6 

1814 

121,400 

6 

1815 

120,000 

6 

1816 

118,700 

6 

1817 

118,700 

6 

1818 

119,700 

6 

1819 

120,100 

6 

1820 

118,600 

6 

1821 

118,200 

6 

1822 

120,300 

6 

1823 

120,700 

6 

1824 

122,300 

6 

1825 

120,200 

6 

1826 

121,800 

6 

1827 

121,500 

6 

1828 

121,900 

6 

1829 

119,300 

6 

183,0 

124,400 

6 

2000 

112,100 

6 

2004 

115,400 

6 

2005 

115,700 

6 

2006 

114,700 

6 

2100 

113,600 

6 

2101 

121,000 

6 


Kind of 
Wheels 
Steel 
Steel 
Stell 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 


Mail (Steel) 


301 


Car 

Mail (Steel) 


P. & B. (Wood) 


Number 

Light 

Weight 

No. of 
Wheels 

Kind of 


Lbs. 

Per Truck 

Wheels 

2102 

119,800 

6 

Steel 

2103 

125,300 

6 

Steel 

2104 

114,600 

6 

Steel 

2105 

125,100 

6 

Steel 

2106 

119,800 

6 

Steel 

2107 

125,600 

6 

Steel 

2108 

120,700 

6 

Steel 

2109 

120,600 

6 

Steel 

2110 

112,600 

6 

Steel 

2111 

113,400 

6 

Steel 

2112 

124,200 

6 

Steel 

2113 

111,400 

6 

Steel 

2114 

127,200 

6 

Steel 

2115 

118,700 

6 

Steel 

2116 

118,700 

6 

Steel 

2117 

117,800 

6 

Steel 

2118 

118,600 

6 

Steel 

2119 

124,400 

6 

Steel 

2120 

124,500 

6 

Steel 

2121 

126,000 

6 

Steel 

2122 

126,000 

6 

Steel 

2123 

126,800 

6 

Steel 

2124 

1,24,300 

6 

Steel 

2125 

125,000 

6 

Steel 

2126 

124,800 

6 

Steel 

2127 

124,800 

6 

Steel 

2128 

119,400 

6 

Steel 

2129 

119,300 

6 

Steel 

2130 

126,100 

6 

Steel 

2131 

125,100 

6 

Steel 

2132 

125,700 

6 

Steel 

2133 

119,400 

6 

Steel 

2134 

127,400 

6 

Steel 

2135 

119,100 

6 

Steel 

2500 

40,800 

4 

Cast Iron 

2501 

50,500 

4 

Cast Iron 

2502 

42,700 

4 

Cast Iron 

2503 

42,100 

4 

Cast Iron 

2504 

46,800 

4 

Cast Iron 

2505 

43,300 

4 

Cast Iron 

2506 

44,600 

4 

Cast Iron 

2507 

48,500 

4 

Cast Iron 

2508 

42,300 


Cast Iron 

2509 

48,300 

4 

Cast Iron 

2510 

50,200 

4 

Cast Iron 

2511 

48,000 

4 

Cast Iron 

2512 

45,500 

4 

Cast Iron 

2514 

54,200 

4 

Cast Iron 

2515 

50,000 

4 

Cast Iron 

2516 

47,200 

4 

Cast Iron 

2517 

48,000 

4 

Cast Iron 

2518 

46,000 

4 

Cast Iron 

2519 

48,300 

4 

Cast Iron 

2520 

51,100 

4 

Cast Iron 

2521 

52,900 

4 

Cast Iron 

2522 

50,800 

4 

Cast Iron 

2523 

49,900 

4 

Cast Iron 

2524 

52,700 

4 

Cast Iron 

2525 

50,500 

4 

Cast Iron 

2526 

50,500 

4 

Cast Iron 


302 


Car 

Number 

Light 

Weight 

No. of 
Wheels 

Kind of 

P. & B. (Wood) 

2527 

Lbs. 

50,600 

Per Truck 

4 

Wheels 
Cast Iron 

2528 

48,800 

4 

Cast Iron 


2529 

53,200 

4 

Cast Iron 


2530 

50,300 

4 

Cast Iron 


2531 

51,000 

4 

Cast Iron 


2532 

52,300 

4 

Cast Iron 


2533 

54,400 

4 

Cast Iron 


2534 

55,500 

4 

Cast Iron 


2535 

59,300 

6 

Cast Iron 


2536 

61,000 

6 

Cast Iron 


2537 

54,200 

4 

Cast Iron 


2538 

61,400 

6 

Cast Iron 


2539 

54,500 

4 

Cast Iron 


2540 

49,100 

4 

Cast Iron 


2541 

54,600 

4 

Cast Iron 


2542 

55,300 

4 

Cast Iron 


2543 

54,300 

4 

Cast Iron 


2544 

49,400 

4 

Cast Iron 


2545 

49,900 

4 

Cast Iron 


2546 

54,900 

4 

Cast Iron 


2547 

62,000 

6 

Cast Iron 


2548 

44,500 

4 

Cast Iron 


2549 

54,300 

4 

Cast Iron 


2550 

57,500 

4 

Cast Iron 


2551 

57,000 

4 

Cast Iron 


2552 

54,600 

4 

Cast Iron 


2553 

61,000 

4 

Cast Iron 


2554 

55,600 

4 

Cast Iron 


2555 

55,700 

4 

Cast Iron 


2556 

57,300 

4 

Cast Iron 


2557 

50,500 

4 

Cast Iron 


2558 

62,500 

6 

Cast Iron 


2559 

50,800 

4 

Cast Iron 


2560 

53,900 

4 

Cast Iron 


2561 

58,700 

6 

Cast Iron 


2562 

61,400 

6 

Cast Iron 


2563 

54,600 

4 

Cast Iron 


2564 

62,900 

6 

Cast Iron 


2565 

53,300 

4 

Cast Iron 


2566 

57,800 

6 

Cast Iron 


2567 

58,000 

6 

Cast Iron 


2568 

63,600 

6 

Cast Iron 


2569 

54,200 

4 

Cast Iron 


2570 

55,900 

4 

Cast Iron 


2571 

52,900 

4 

Cast Iron 


2572 

58,400 

6 

Cast Iron 


2573 

54,600 

4 

Cast Iron 


2574 

59,200 

6 

Cast Iron 


2575 

60,900 

6 

Cast Iron 


2576 

52,700 

4 

Cast Iron 


2577 

55,500 

4 

Cast Iron 


2578 

53,800 

4 

Cast Iron 


2579 

50,700 

4 

Cast Iron 


2580 

55,200 

4 

Cast Iron 


2581 

56,000 

4 

Cast Iron 


2582 

56,900 

4 

Cast Iron 


2583 

57,700 

4 

Cast Iron 


2584 

54,200 

4 

Cast Iron 


2585 

56,500 

4 

Cast Iron 


2586 

61,900 

4 

Cast Iron 


303 


Car 

Number 

Light 

Weight 

No. of 
Wheels 

Kind of 


2587 

Lbs. 

48,500 

Per Truck 

4 

Wheels 
Cast Iron 


2589 

49,400 

4 

Cast Iron 


2590 

48,000 

4 

Cast Iron 


2591 

58,000 

4 

Cast Iron 


2592 

55,100 

4 

Cast Iron 


2593 

57,000 

4 

Cast Iron 


2594 

61,200 

6 

Cast Iron 

P. & B. (Wood) 

2596 

71,400 

6 

Cast Iron 

2597 

72,900 

6 

Cast Iron 


2598 

72,900 

6 

Cast Iron 


2599 

60,500 

4 

Cast Iron 


2800 

102,800 

6 

Cast Iron 


2801 

85,700 

6 

Cast Iron 


2802 

86,300 

6 

Cast Iron 


2803 

111,500 

6 

Cast Iron 


2804 

98,700 

6 

Cast Iron 


2805 

96,000 

6 

Cast Iron 


2806 

69,400 

6 

Cast Iron 


2807 

73,800 

6 

Cast Iron 


2808 

92,800 

6 

Cast Iron 

P. & B. (Steel) 

2900 

134,900 

6 

Steel 


2901 

134,200 

6 

Steel 

Coach (Wood) 

3000 

54,200 

4 

Cast Iron 


3003 

53,300 

4 

Cast Iron 


3004 

54,000 

4 

Cast Iron 


3005 

56,000 

6 

Cast Iron 


3008 

60,700 

6 

Cast Iron 


3010 

49,500 

4 

Cast Iron 


3011 

46,400 

4 

Cast Iron 


3013 

50,000 

4 

Cast Iron 


3014 

50,000 

4 

Cast Iron 


3017 

52,000 

4 

Cast Iron 


3019 

51,100 

4 

Cast Iron 


3020 

49,800 

4 

Cast Iron 


3021 

51,900 

4 

Cast Iron 


3023 

53,200 

4 

Cast Iron 


3025 

53,200 

4 

Cast Iron 


3026 

53,800 

4 

Cast Iron 


3027 

54,300 

4 

Cast Iron 


3028 

59,600 

6 

Cast Iron 


3029 

52,600 

4 

Cast Iron 


3030 

60,900 

6 

Cast Iron 


3032 

60,900 

6 

Cast Iron 


3033 

60,200 

6 

Cast Iron 


3034 

58,400 

6 

Cast Iron 


3035 

47,800 

4 

Cast Iron 


3037 

61,400 

6 

Cast Iron 


3038 

54,900 

6 

Cast Iron 


3040 

60,700 

6 

Cast Iron 


3042 

57,200 

4 

Cast Iron 


3045 

55,800 

4 

Cast Iron 


3046 

53,600 

4 

Cast Iron 


3047 

52,400 

4 

Cast Iron 


3048 

53,900 

4 

Cast Iron 


3049 

62,000 

6 

Cast Iron 


3050 

50,500 

4 

Cast Iron 


3051 

53,700 

4 

Cast Iron 


3052 

48,900 

4 

Cast Iron 


3053 

55,700 

4 

Cast Iron 


3054 

52,300 

4 

Cast Iron 


304 




Light 

No. of 

Car 

Number 

Weight 

Wheels 



Lbs. 

Per Truck 


3055 

51,100 

4 


3057 

51,800 

4 


3058 

49,500 

4 


3059 

50,200 

4 


3060 

52,900 

•4 


3061 

60,100 

6 


3065 

53,400 

4 


3066 

56,100 

4 


3067 

50,900 

6 


3068 

53,900 

4 


3069 

50,200 

4 


3070 

51,300 

4 


3071 

61,300 

6 


3072 

53,700 

4 


3073 

51,000 

4 


3074 

51,700 

4 

Coach (Wood) 

3075 

54,100 

4 


3076 

51,700 

4 


3077 

54,100 

4 


3078 

53,200 

4 


3079 

52,300 

4 


3080 

55,700 

4 


3082 

59,500 

6 


3083 

76,400 

4 


3085 

51,600 

4 


3086 

56,000 

4 

- 

3087 

63,200 

6 


3089 

55,300 

4 


3090 

55,800 

4 


3093 

63,300 

6 


3094 

55,400 

4 


3095 

56,700 

4 


3096 

55,200 

4 


3098 

57,000 

4 


3099 

55,800 

4 


3100 

55,800 

4 

* 

3101 

56,600 

4 


3102 

55,700 

4 


3103 

56,000 

4 


3104 

55,900 

4 


3105 

57,600 

4 


3106 

51,400 

4 


3107 

55,200 

4 • 


3108 

54,300 

4 


3109 

57,200 

4 


3110 

55,000 

4 


3111 

53,900 

4 


3112 

55,800 

4 


3113 

56,000 

4 


3114 

56,500 

4 


3115 

57,100 

4 


3116 

54,600 

4 


3117 

54,600 

4 

• 

3118 

56,000 

4 


3119 

55,300 

4 


3120 

55,600 

4 


3121 

53,500 

4 


3122 

55,200 

4 


3123 

54,300 

4 


3124 

55,000 

4 


Kind of 
Wheels 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 


305 


Car 


Coach (Wood) 


Number 

Light 
W eight 

3125 

Lbs. 

57,100 

3126 

54,100 

3127 

57,500 

3128 

55,000 

3129 

54,300 

3130 

54,900 

3131 

57,700 

3132 

51,000 

3133 

56,300 

3134 

56,700 

3135 

55,900 

3136 

56,700 

3137 

56,300 

3138 

55,100 

3139 

53,700 

3140 

53,600 

3141 

53,700 

3142 

53,900 

3143 

54,000 

3144 

53,800 

3145 

59,100 

3146 

59,100 

3247 

57,800 

3148 

59,300 

3149 

65,700 

3150 

58,21)0 

3151 

58,900 

3152 

60,000 

3153 

60,300 

3158 

55,500 

3159 

50,700 

3160 

72,000 

3161 

62,300 

3173 

52,900 

3174 

52,200 

3175 

49,500 

3176 

52,000 

3177 

53,000 

3178 

51,600 

3179 

51,300 

3180 

48,800 

3181 

52,500 

3183 

53,700 

3185 

52,800 

3186 

53,200 

3187 

53,900 

3188 

54,500 

3189 

54,200 

3191 

55,400 

3193 

59,600 

3194 

54,000 

3195 

57,300 

3196 

55,300 

3197 

59,000 

3198 

57,300 

3199 

61,400 

3200 

60,300 

3201 

62,600 

3202 

57,200 

3203 

62,500 


No. of 


Wheels 

Kind of 

Per Truck 

Wheels 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

6 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

4 

Cast Iron 

6 

Cast Iron 

4 

Cast Iron 


306 




Light 

No. of 

Car 

Number 

Weight 

Wheels 



Lbs. 

Per Truck 


3204 

61,600 

6 


3206 

62,900 

6 


3207 

63,600 

6 


3210 

62,800 

6 


3211 

62,200 

6 

• 

3212 

61,400 

4 


3213 

58,900 

4 


3214 

62,800 

6 


3215 

63,300 

6 


3216 

63,200 

4 


3217 

61,300 

6 


3219 

63,700 

6 

Coach (Wood) 

3220 

62,400 

6 

3221 

57,600 

4 


3222 

56,000 

4 


3223 

>6,700 

4 


3224 

56,000 

4 


3225 

57,700 

4 


3227 

62,500 

6 


3228 

63,000 

6 


3229 

62,800 

6 


3230 

54,700 

4 


3231 

55,500 

4 


3232 

57,400 

4 


3233 

57,400 

4 


3234 

61,900 

6 


3235 

58,300 

4 


3236 

62,900 

6 


3237 

62,700 

6 


3238 

62,100 

6 


3239 

63,700 

6 


3240 

64,100 

6 


3241 

62,500 

6 


3242 

62,800 

6 


3243 

62,300 

6 


3244 

66,100 

6 


3245 

56,700 

4 


3246 

64,500 

6 


3247 

54,000 

6 


3248 

63,800 

6 


3249 

63,100 

6 


3250 

63,800 

6 


3251 

63,700 

6 


3252 

64,900 

6 


3253 

63,300 

6 


3254 

63,900 

6 


3255 

63,600 

6 


3256 

65,100 

6 


3257 

59,000 

4 


3258 

63,700 

6 


3259 

65,900 

6 


3260 

63,700 

6 


3261 

64,000 

6 


3262 

63,100 

6 


3263 

63,000 

6 


3264 

63,500 

6 


3265 

63,100 

6 


3266 

64,700 

6 


3267 

63,800 

6 


3268 

64,300 

6 


Kind of 
Wheels 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 


307 


Car 

Number 

Light 

Weight 

No. of 
Wheels 

Kind of 


3269 

Lbs. 

62,300 

Per Truck 

6 

Wheels 
Cast Iron 


3270 

57,100 

4 

Cast Iron 


3271 

59,300 

4 

Cast Iron 


3272 

60,500 

4 

Cast Iron 


3273 

61,300 

4 

Cast Iron 


3274 

59,700 

4 

Cast Iron 


3275 

58,900 

4 

Cast Iron 


3276 

57,900 

4 

Cast Iron 


3277 

60,000 

4 

Cast Iron 


3279 

59,600 

4 

Cast Iron 


3280 

55,800 

6 

Cast Iron 

Coach (Wood) 

3281 

54,200 

4 

Cast Iron 

3282 

57,600 

4 

Cast Iron 


3283 

63,400 

4 

Cast Iron 


3284 

65,100 

4 

Cast Iron 


3285 

66,800 

6 

Cast Iron 


3286 

62,800 

6 

Cast Iron 


3287 

64,800 

6 

Cast Iron 


3288 

64,600 

6 

Cast Iron 


3289 

60,300 

4 

Cast Iron 


3290 

64,000 

6 

Cast Iron 


3291 

64,600 

6 

Cast Iron 


3292 

68,200 

6 

Cast Iron 


3293 

64,400 

6 

Cast Iron 


3400 

67,800 

6 

Cast Iron 


3401 

67,600 

6 

Cast Iron 


3402 

69,200 

6 

Cast Iron 


3403 

65,800 

6 

Cast Iron 


3404 

68,200 

6 

Cast Iron 


3405 

68,000 

6 

Cast Iron 


3407 

60,000 

6 

Cast Iron 


3408 

66,800 

6 

Cast Iron 


3410 

66,500 

6 

Cast Iron 


3414 

62,500 

4 

Cast Iron 


3415 

67,600 

6 

Cast Iron 


3417 

68,100 

6 

Cast Iron 


3418 

68,200 

6 

Cast Iron 


3420 

65,000 

6 

Cast Iron 


3421 

62,500 

4 

Cast Iron 


3424 

69,300 

6 

Cast Iron 


3425 

67,400 

6 

Cast Iron 


3426 

61,500 

4 . 

Cast Iron 


3427 

68,600 

4 

Cast Iron 


3428 

68,000 

4 

Cast Iron 


3429 

67,500 

4 

Cast Iron 


3430 

68,000 

4 

Cast Iron 


3431 

68,000 

6 

Cast Iron 


3432 

68,200 

6 

Cast Iron 


3500 

69,700 

6 

Cast Iron 


3501 

69,500 

6 

Cast Iron 


3502 

69,500 

6 

Cast Iron 


3503 

70,000 

6 

Cast Iron 


3504 

70,400 

6 

Cast Iron 


3505 

68,800 

6 

Cast Iron 


3506 

69,100 

6 

Cast Iron 


3.507 

72,900 

6 

Cast Iron 


3508 

66,200 

4 

Cast Iron 


3509 

64,900 

4 

Cast Iron 


3510 

65,000 

4 

Cast Iron 


3511 

63,600 

4 

Cast Iron 


308 


Car 

Number 

Light 

Weight 

No. of 
Wheels 

Kind of 


3512 

Lbs. 

65,700 

Per Truck 

4 

Wheels 
Cast Iron 


3513 

70,600 

6 

Cast Iron 


3515 

64,000 

4 

Cast Iron 


3516 

65,600 

4 

Cast Iron 


3517 

65,900 

4 

Cast Iron 


3518 

70,100 

6 

Cast Iron 

Coach (Wood) 

3519 

65,000 

4 

Cast Iron 

3520 

67,300 

6 

Cast Iron 


3£21 

65,200 

4 

Cast Iron 


3522 

69,500 

6 

Cast Iron 


3523 

70,100 

6 

Cast Iron 


3524 

64,500 

4 

Cast Iron 


3525 

70,200 

6 

Cast Iron 


3526 

93,500 

6 

Cast Iron 


3527 

92,500 

6 

Cast Iron 


3528 

82,200 

6 

Cast Iron 


3529 

82,000 

6 

Cast Iron 


3530 

84,600 

6 

Cast Iron 


3531 

83,300 

6 

Cast Iron 


3532 

82,300 

6 

Cast Iron 


3533 

68,900 

4 

Cast Iron 


3534 

101,900 

6 

Cast Iron 


3535 

77,700 

6 

Cast Iron 


3536 

78,400 

6 

Cast Iron 


3537 

77,500 

6 

Cast Iron 


3538 

91,500 

6 

Cast Iron 


3539 

76,200 

6 

Cast Iron 


3540 

78,900 

6 

Cast Iron 

• 

3541 

79,800 

6 

Cast Iron 


3542 

79,000 

6 

Cast Iron 


3543 

78,000 

6 

Cast Iron 


3544 

89,300 

6 

Cast Iron 


3545 

88,200 

6 

Cast Iron 


3546 

94,900 

6 

Cast Iron 


3547 

70,700 

6 

Cast Iron 


3548 

70,600 

6 

Cast Iron 


3600 

94,400 

6 

Cast Iron 


3601 

94,600 

6 

Cast Iron 


3602 

98,600 

6 

Cast Iron 


3603 

93,600 

6 

Cast Iron 


3604 

95,200 

6 

Cast Iron 

• 

3605 

93,900 

6 

Cast Iron 


3606 

94,500 

6 

Cast Iron 


3607 

94,800 

6 

Cast Iron 


3608 

95,200 

6 

Cast Iron 


3609 

93,700 

6 

Cast Iron 


3610 

93,100 

6 

Cast Iron 


3611 

94,000 

6 

Cast Iron 


3612 

96,200 

6 

Cast Iron 


3613 

94,100 

6 

Cast Iron 


3614 

94,600 

6 

Cast Iron 


3615 

91,600 

6 

Cast Iron 


3616 

92,700 

6 

Cast Iron 


3617 

94,500 

6 

Cast Iron 


3618 

91,800 

6 

Cast Iron 


3619 

92,900 

6 

Cast Iron 


3620 

93,500 

6 

Cast Iron 


3621 

95,300 

6 

Cast Iron 


3622 

92,800 

6 

Cast Iron 


3623 

93,400 

6 

Cast Iron 


309 


Car 

Coach (Wood) 



Light 

No. of 

Number 

Weight 

Wheels 


Lbs. 

Per Truck 

3624 

91,100 

6 

3625 

93,400 

6 

3626 

94,400 

6 

3627 

94,500 

6 

3628 

93,200 

6 

3629 

93,400 

6 

3630 

92,000 

6 

3631 

91,800 

6 

3632 

93,700 

6 

3633 

94,000 

6 

3634 

94,400 

6 

3635 

93,500 

6 

3636 

94,400 

6 

3637 

95,300 

6 

3639 

93,700 

6 

3640 

93,500 

6 

3641 

93,500 

6 

3642 

92,500 

6 

3643 

93,200 

6 

3644 

93,500 

6 

3645 

94,200 

6 

3646 

95,000 

6 

3647 

93,300 

6 

3648 

96,900 

6 

3649 

92,800 

6 

3650 

94,600 

6 

3651 

94,600 

6 

3652 

94,500 

6 

3653 

92,500 

6 

3654 

95,100 

6 

3655 

94,300 

6 

3656 

94,700 

6 

3657 

94,400 

6 

3658 

95,700 

6 

3659 

119,100 

6 

3660 

100,500 

6 

3661 

97,900 

6 

3662 

98,100 

6 

3663 

99,300 

6 

3664 

99,700 

6 

3665 

99,400 

6 

3666 

99,300 

6 

3667 

92,000 

6 

3668 

99,700 

6 

3669 

94,200 

6 

3670 

96,000 

6 

3671 

93,500 

6 

3672 

95,800 

6 

3673 

94,800 

6 

3674 

96,400 

6 

3675 

96,000 

6 

3676 

94,700 

6 

3677 

94,400 

6 

3678 

98,600 

6 

3680 

98,300 

6 

3681 

97,700 

6 

3682 

96,200 

6 

3683 

97,000 

6 

3684 

98,700 

6 

3685 

100,300 

6 


Kind of 
Wheels 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 
Cast Iron 


Coach (Wood) 


310 


Number 

Light 

Weight 

No. of 
Wheels 

Kind of 


Lbs. 

Per Truck 

Wheels 

3686 

96,000 

6 

Cast Iron 

3687 

97,500 

6 

Cast Iron 

3688 

98,500 

6 

Cast Iron 

3689 

98,100 

6 

Cast Iron 

3690 

96,800 

6 

Cast Iron 

3691 

97,800 

6 

Cast Iron 

3692 

97,100 

6 

Cast Iron 

3693 

97,600 

6 

Cast Iron 

3694 

96,000 

6 

Cast Iron 

3695 

. 97,500 

6 

Cast Iron 

3696 

97,700 

6 

Cast Iron 

3697 

95,800 

6 

Cast Iron 

3698 

98,600 

6 

Cast Iron 

3699 

100,100 

6 

Cast Iron 

3700 

97,000 

6 

Cast Iron 

3701 

97,800 

6 

Cast Iron 

3702 

98,400 

6 

Cast Iron 

3703 

97,100 

6 

Cast Iron 

3704 

99,900 

6 

Cast Iron 

3705 

97,800 

6 

Cast Iron 

3706 

97,700 

6 

Cast Iron 

3707 

96,900 

6 

Cast Iron 

3708 

98,400 

6 

Cast Iron 

3709 

96,900 

6 

Cast Iron 

3710 

98,700 

6 

Cast Iron 

3711 

96,700 

6 

Cast Iron 

3712 

96,900 

6 

Cast Iron 

3713 

97,100 

6 

Cast Iron 

3714 

98,000 

6 

Cast Iron 

3715 

98,000 

6 

Cast Iron 

3716 

96,400 

6 

Cast Iron 

3717 

98,400 

6 

Cast Iron 

3718 

98,100 

6 

Cast Iron 

3719 

97,800 

6 

Cast Iron 

3720 

98,900 

6 

Cast Iron 

3721 

97,300 

6 

Cast Iron 

3722 

99,300 

6 

Cast Iron 

3723 

98,500 

6 

Cast Iron 

3724 

98,400 

6 

Cast Iron 

3725 

100,200 

6 

Cast Iron 

3726 

97,700 

6 

Cast Iron 

3727 

99,900 

6 

Cast Iron 

3728 

96,700 

6 

Cast Iron 

3729 

97,500 

6 

Cast Iron 

3730 

99,100 

6 

Cast Iron 

3731 

98,400 

6 

Cast Iron 

3732 

97,600 

6 

Cast Iron 

3733 

98,300 

6 

Cast Iron 

3734 

98,300 

6 

Cast Iron 

3735 

99,100 

6 

Cast Iron 

3736 

98,500 

6 

Cast Iron 

3737 

96,500 

6 

Cast Iron 

3738 

98,000 

6 

Cast Iron 

3739 

94,600 

6 

Cast Iron 

3740 

98,700 

6 

Cast Iron 

3741 

97,700 

6 

Cast Iron 

3742 

99,100 

6 

Cast Iron 

3743 

96,400 

6 

Cast Iron 

3744 

97,600 

6 

Cast Iron 

3745 

97,200 

6 

Cast Iron 


Coach (Wood) 


311 


Car 


Coach (Steel) 


Number 

Light 

Weight 

3746 

Lbs. 

98,200 

3747 

97,300 

3748 

97,800 

3749 

97,000 

3750 

98,100 

3751 

97,200 

3752 

97,500 

3753 

97,800 

3754 

96,700 

3755 

98,500 

3756 

97,470 

3757 

104,900 

3758 

106,200 

3759 

106,100 

3760 

107,600 

3761 

104,700 

3762 

105,000 

3763 

105,900 

3764 

106,700 

3765 

103,700 

3766 

100,200 

3767 

105,300 

3768 

106,000 

3769 

109,100 

3770 

109,100 

3799 

93,700 

3800 

121,400 

3801 

121,800 

3802 

119,700 

3803 

121,900 

3804 

121,200 

3805 

120,700 

3806 

120,500 

3807 

119,800 

3809 

119,900 

3810 

119,500 

3811 

121,200 

3813 

119,900 

3814 

119,700 

3900 

117,500 

3901 

116,100 

3902 

116,100 

3903 

115,100 

3904 

115,900 

3905 

118,600 

3906 

116,100 

3907 

116,400 

3908 

116,500 

3909 

116,200 

3910 

128,800 

3912 

121,100 

3913 

121,400 

4150 

131,000 

4151 

130,600 

4152 

139,300 

4153 

128,900 

4154 

128,800 

4155 

129,400 

4156 

109,300 

4157 

128,600 


No. of 


Wheels 

Kind of 

Per Truck 

Wheels 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Cast Iron 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 

6 

Steel 


Coach (Steel) 


312 


Car 


Number 

4158 

4159 

4160 

4161 

4162 

4163 

4164 

4165 

4166 

4167 

4168 

4169 

4170 

4171 

4200 

4201 

4202 

4203 

4204 

4205 

4206 

4207 

4208 

4209 

4210 

4211 

4212 

4213 

4214 

4215 

4216 

4217 

4218 

4219 

4220 

4221 

4222 

4223 

4224 

4226 

4227 

4229 

4230 

4231 

4232 

4233 

4234 

4235 

4236 

4237 

4238 

4239 

4240 

4241 

4242 

4243 

4244 

4245 

4246 

4247 


Light 

Weight 

Lbs. 

128,100 

129.100 

130.100 

130.600 
128,000 
130,000 
128,700 

128.500 

127.200 

128.400 

128.700 

129.300 

137.700 

128.700 

133.300 

136.600 

134.100 

135.500 

136.700 

135.900 

134.900 
134,000 

134.700 

134.200 
133,000 

135.900 

132.200 

134.300 

134.500 

132.700 

133.400 

133.100 

134.400 

132.600 

134.600 
134,000 
135,000 

134.900 

133.300 

131.900 
128,000 
124,000 
126,000 

128.600 
126,000 
128,000 

126.100 
127,600 

127.900 
129,100 

129.100 
129,000 

129.700 

128.200 

128.100 
129,000 

128.700 

127.300 
128,200 
130,000 


No. of 
Wheels 
Per Truck 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 


Kind of 
Wheels 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 


Coach (Steel) 


313 


Car 

Number 

Light 

Weight 

No. of 
Wheels 

Kind of 


4248 

Lbs. 

128,500 

Per Truck 

6 

Wheels 

Steel 


4249 

127,300 

6 

Steel 


4250 

128,000 

6 

Steel 


4251 

128,100 

6 

Steel 


4252 

129,900 

6 

Steel 


4253 

131,000 

6 

Steel 


4254 

126,900 

6 

Steel 


4256 

128,700 

6 

Steel 


4257 

128,700 

6 

Steel 


4260 

127,400 

6 

Steel 


4261 

131,200 

6 

Steel 


4262 

129,000 

6 

Steel 


4263 

127,600 

6 

Steel 


4264 

128,800 

6 

Steel 


4265 

128,900 

6 

Steel 


4266 

131,900 

6 

Steel 


4267 

133,200 

6 

Steel 


4268 

125,000 

6 

Steel 


4269 

132,600 

6 

Steel 


4270 

132,200 

6 

Steel 


4271 

134,200 

6 

Steel 


4272 

131,900 

6 

Steel 


4273 

131,600 

6 

Steel 


4274 

132,700 

6 

Steel 


4275 

131,700 

6 

Steel 


4276 

131,100 

6 

Steel 


4277 

131,600 

6 

Steel 


4278 

133,600 

6 

Steel 


4279 

131,200 

6 

Steel 


4280 

130,900 

6 

Steel 


4281 

131,700 

6 

Steel 


4282 

131,900 

6 

Steel 


4283 

133,500 

6 

Steel 


4284 

132,900 

6 

Steel 


4285 

129,800 

6 

Steel 


4286 

•141,400 

6 

Steel 


4287 

130,500 

6 

Steel 


4288 

139,300 

6 

Steel 


4289 

139,100 

6 

Steel 


4290 

140,600 

6 

Steel 


4291 

142,000 

6 

Steel 


4292 

140,700 

6 

Steel 


4293 

144,300 

6 

Steel 

Chair Car (Wood) 

4602 

93,900 

6 

Cast Iron 

4603 

93,900 

6 

Cast Iron 


4606 

106,500 

6 

Cast Iron 

Chair Car (Steel) 

4700 

133,200 

6 

Steel 

4701 

132,900 

6 

Steel 


4702 

141,400 

6 

Steel 


4703 

144,800 

6 

Steel 

Diner (Wood) 

5000 

97,700 

6 

Steel 

5001 

93,300 

6 

Steel 


5002 

102,300 

6 

Steel 


5003 

99,000 

6 

Steel 


5004 

131,700 

6 

Steel 


5005 

131,800 

6 

Steel 


5006 

126,900 

6 

Steel 


5007 

131,500 

6 

Steel 


5008 

130,500 

6 

Steel 


5009 

130,600 

6 

Steel 


314 


Car 


Diner (Steel) 


Tourist (Wood) 


Tourist (Steel Underframe) 


Number 

5010 

5011 

5012 

5013 

5014 

5015 

5100 

5101 

5102 

5103 

5104 

5105 

5106 

5107 

5108 

5109 

5110 

5111 

5112 

5113 

5114 

5115 

5116 

5117 

5118 

5119 

5120 

5121 

5122 

5123 

5124 

5125 

5126 

5127 
•5128 

5129 

5130 

5300 

5301 

5302 

5303 

5501 

5502 

5503 

5700 

5701 

5702 

5703 

5704 

5705 

5706 

5707 

5708 

5709 

5710 

5711 

5712 

5713 

5714 

5715 


Light 

Weight 

Lbs. 

130.200 
128,800 
134,000 

138.800 
141,000 

135.200 

157.600 

160.300 

157.700 

158.800 

159.800 

156.600 

154.500 

161.500 

157.200 

160.400 

160.200 

151.900 

161.300 

151.300 

151.700 

156.500 
156,000 

157.300 

157.300 

158.300 

158.400 

161.700 

158.700 

160.600 

161.900 
160,600 

160.400 

159.600 

161.400 

152.900 

151.700 
77,800 
77,800 

76.900 

79.900 

139.400 

143.500 

117.200 

155.200 

154.300 

164.200 

154.400 

142.700 

143.200 
142,000 

143.800 

143.900 

144.700 

142.500 

145.200 

154.600 

154.600 

153.600 

153.500 


No. of 
'heels 
Per Truck 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 
6 


Kind of 
Wheels 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 
Steel 


Tourist (Steel) 


315 





Light 

No. of 


Car 


Number 

Weight 

Wheels 

Kind of 




Lbs. 

Per Truck 

Wheels 



5716 

152,600 

6 

Steel 



5717 

154,900 

6 

Steel 



5718 

145,000 

6 

Steel 



5719 

146,100 

6 

Steel 



5720 

142,800 

6 

Steel 



5721 

144,900 

6 

Steel 



5722 

145,500 

6 

Steel 



5723 

143,900 

6 

Steel 



5724 

144,300 

6 

Steel 



5725 

144,700 

6 

Steel 



5726 

140,600 

6 

Steel 



5727 

144,200 

6 

Steel 



5728 

143,400 

6 

Steel 

Business (Wood) 


5800 

92,600 

6 

Steel 



5801 

92,400 

6 

Steel 

(Mine Rescue) 


5802 

75,300 

6 

Cast Iron 



5803 

73,200 

6 

Cast Iron 



5804 

50,000 

4 

Cast Iron 



5805 

54,200 

6 

Cast Iron 



5806 

66,700 

6 

Cast Iron 


• 

5807 

78,100 

6 

Cast Iron 



5808 

56,100 

4 

Cast Iron 



5809 

73,900 

6 

Cast Iron 



5811 

102,100 

6 

Steel 



5812 

62,000 

4 

Cast Iron 



5813 

62,500 

4 

Cast Iron 



5814 

62,700 

4 

Cast Iron 



5815 

64,900 

4 

Cast Iron 



5816 

64,900 

4 

Cast Iron 



5817 

99,800 

6 

Steel 



5850 

96,000 

6 

Steel 




Light 

No. of 


Name of Car 


Kind 

Weight 

Wheels 

Kind of 




Lbs. 

Per Truck 

Wheels 

Aberdeen. 


. Par. 

96,600 

6 

Steel 

Agawam. 


. Obs. 

153,800 

6 

Steel 

Alaska. 


. Obs. 

159,000 

6 

Steel 

Alberton. 


. Obs. 

159,700 

6 

Steel 

Alcazar. 


. Obs. 

152,100 

6 

Steel 

Aleutian. 


. Obs. 

160,800 

6 

Steel 

Alexandria. 


. . . .OpenObs. 

60,000 

6 

Steel 

Alta Vista. 


. . . Open Obs. 

61,300 

6 

Steel 

America_*.. 


. . . .Open Obs. 

61,000 

6 

Steel 

Anaconda. 


. . . . Obs. 

162,000 

6 

Steel 

Anamosa. 


. . . . Obs. 

147,800 • 

6 

Steel 

Arbor Vitae. 


. . . . Obs. 

158,400 

6 

Steel 

Arbutus. 


. . . . Obs. 

153,100 

6 

Steel 

Arcadia. 


. . . . Obs. 

146,800 

6 

Steel 

Arequipa. 


. . . . Obs. 

154,700 

6 

Steel 

Ashford. 


. . . . Obs. 

150,100 

6 

Steel 

Austin. 


. .. . Slpr. 

154,700 

6 

Steel 

Avalon. 


. . . . Slpr. 

133,100 

6 

Steel 

Beaver Dam. 


. . . . Slpr. 

157,300 

6 

Steel 

Beloit. 


. . . . Slpr. 

120,300 

6 

Steel 

Beulah. 


. . . . Slpr. 

160,100 

6 

Steel 

Beverly. 


... Par. 

149,400 

6 

Steel 

Bonaire. 


. . .. Slpr. 

152,000 

6 

Steel 

Bristol. 


. . . Slpr. 

142,200 

6 

Steel 

Buena. 


. . . Par. 

147,200 

6 

Steel 



























31G 




Light 

No. of 


Name of Car 

Kind 

Weight 

Wheels 

Kind of 



Lbs. 

Per Truck 

Wheels 

Buena Vista. 

. Obs. 

163,400 

6 

Steel 

Butte. 

. Slpr. 

157,100 

6 

Steel 

Calabar. 

. Slpr. 

135,400 

6 

Steel 

Calmar. 

. Slpr. 

153,200 

6 

Steel 

Calumet. 

. Slpr. 

130,000 

6 

Steel 

Cambria. 

. Slpr. 

153,300 

6 

Steel 

Cascade. 

. Slpr. 

151,300 

6 

Steel 

Chaska. 

. Slpr. 

131,600 

6 

Steel 

Chatcolet. 

. Slpr. 

154,000 

6 

Steel 

Chateau. 

. Slpr. 

150,400 

6 

Steel 

Chenequa. 

. Slpr. 

127,000 

6 

Steel 

Chicago. 

. SlDr. 

90,700 

6 

Cast Iron 

Cle Elum. 

. Obs. 

153,200 

6 

Steel 

Columbia. 

. Obs. 

160,500 

6 

Steel 

Columbus. 

. Slpr. 

151,800 

6 

Steel 

Como. 

. Obs. 

131,100 

6 

Steel 

Cordova. 

. Slpr. 

93,000 

6 

Cast Iron 

Corliss. 

. Slpr. 

154,600 

6 

Steel 

Couer D’Alene. 

. Slpr. 

152,500 

6 

Steel 

Dakota. 

. Slpr. 

128,300 

6 

Steel 

Davenport. 

. Slpr. 

159,700 

6 

Steel 

Deer Lodge. 

. Slpr. 

159,200 

6 

Steel 

Des Moines. 

. Slpr. 

125,400 

6 

Steel 

Eagel. 

. Par. 

124,900 

6 

Steel 

Edgebrook. 

. Slpr. 

152,000 

6 

Steel 

Edgewater. 

. Slpr. 

99,800 

6 

Steel 

Elkhart. . 

. Par. 

121,900 

6 

Steel 

Ellendale. 

. Slpr. 

102,200 

6 

Steel 

Ellensburg. 

. Slpr. 

153,900 

6 

Steel 

Enumclaw. 

. Obs. 

153,600 

6 

Steel 

Eureka. 

. Slpr. 

152,900 

6 

Steel 

Everett. 

. Slpr. 

151,300 

6 

Steel 

Ewayea. 

. Slpr. 

127.700 

6 

Steel 

Excelsior. 

. Slpr. 

148,200 

6 

Steel 

Fairmont. 

. Slpr. 

152,200 

6 

Steel 

Faribault. 

. Slpr. 

100,300 

6 

Steel 

Farmington. 

. Slpr. 

125,300 

6 

Steel 

Flambeau. 

. Slpr. 

129,800 

6 

Steel 

Fontana. 

. Pa-. 

147,600 

6 

Steel 

Ft. Snellin?. 


99,200 

6 

Steel 

Freeport. 

. SI or. 

151,700 

6 

Steel 

Ganison. 

. Slpr 

156,400 

6 

Steel 

Geneva. 


124,800 

6 

Steel 

Genoa. 

. Slpr. 

148,100 

6 

Steel 

Glacier. 

. Obs. 

158,000 

6 

Steel 

Glencoe. 


152,600 

6 

Steel 

Glen Ellyn. 

.'. Slpr. 

129,400 

6 

Steel 

Glenora. 

. Slpr. 

155,600 

6 

Steel 

Glenview. 

. Slpr. 

160,600 

6 

Steel 

Great Falls. 

. Slpr. 

151,600 

6 

Steel 

Hampshire. 

. Slpr. 

92,600 

6 

Cast Iron 

Harlowton. 

. Slpr. 

167,900 

6 

Steel 

Hartford. 

. Slpr. 

153,900 

6 

Steel 

Hartland. 

. Slpr. 

103,400 

6 

Steel 

Hiawatha. 

. Splr. 

131,000 

6 

Steel 

Illinois. 

. Sipr. 

78,100 

6 

Cast Iron 

Ingomar. 

. Slpr. 

151,400 

6 

Steel 

Ipswich. 

. Slpr. 

148,100 

6 

Steel 

Irma. 

. Slpr. 

149,400 

6 

Steel 

Ismay. 

. Slpr. 

142,400 

6 

Steel 






























































317 


Name of Car 


Kind 

Light 

Weight 

No. of 
Wheels 

Kind of 

Janesville. 



Lbs. 

120,300 

Per Truck 

6 

Wheels 

Steel 

Juneau. 



122,400 

6 

Steel 

Juaniata. 


. Slpr. 

159,600 

6 

Steel 

Kansas Citv. 


. Slpr. 

159,400 

6 

Steel 

Kapowsin. 


. Obs. 

149,700 

6 

Steel 

Kasota. 


. Slpr. 

158,700 

6 

Steel 

Kegonsa. 


. Obs. 

124,200 

6 

Steel 

Kenilworth. 


. Par. 

147,000 

6 

Steel 

Kilbourn. 


. Slpr. 

79,700 

6 

Cast Iron 

Kiowa. 


. Slpr. 

133,200 

6 

Steel 

Kittitas. 


. Slpr. 

149,200 

6 

Steel 

Kootenai. 


. Slpr. 

156,900 

6 

Steel 

Kuchelus. 


. . . . Slpr. 

164,100 

6 

Steel 

La Crescent. 


. Slpr. 

150,700 

6 

Steel 

La Crosse. 


. Slpr. 

129,800 

6 

Steel 

La Vista. 


. Slpr. 

155,400 

6 

Steel 

Lakeland. 


. Obs. 

154,700 

6 

Steel 

Lake Pepin. 


. Slpr. 

103,400 

6 

Steel 

Lakeside. 


. Slpr. 

100,800 

6 

Steel 

Leota. 


. Slpr. 

116,000 

6 

Steel 

Lewistown. 


. Slpr. 

157,900 

6 

Steel 

Liberty. 


. Par. 

147,200 

6 

Steel 

Lisbon. 


. Slpr. 

154,700 

6 

Steel 

Luana. 


. Slpr. 

130,100 

6 

Steel 

Lucerne. 


.Open Obs. 

60,000 

6 

Steel 

Madison. 


. Slpr. 

84,300 

6 

Cast Iron 

Magenta. 


. Slpr. 

126,500 

6 

Steel 

Mahto. 


. Obs. 

154,100 

6 

Steel 

Malden. 


. Slpr. 

156,600 

6 

Steel 

Manawa. 


. Slpr. 

156,000 

6 

Steel 

Manilla. 


. Slpr. 

155,800 

6 

Steel 

Manitoba........ 


. Slpr. 

73,800 

6 

Cast Iron 

Mankato. 


. Slpr. 

126,200 

6 

Steel 

Maquoketa. 


. Obs. 

153,100 

6 

Steel 

Marathon. 


. Slpr. 

148,700 

6 

Steel 

Marcellus. 


. Slpr. 

151,400 

6 

Steel 

Marengo. 


. Slpr. 

150,900 

6 

Steel 

Marion. 


. Slpr. 

152,000 

6 

Steel 

Markesan. 


. Slpr. 

154,600 

6 

Steel 

Marmarth. 


. Slpr. 

153,500 

6 

Steel 

Marquette. 


. Slpr. 

128,600 

6 

Steel 

Massilon. 


. Slpr. 

158,800 

6 

Steel 

Melbourne. 


. Slpr. 

80,000 

6 

Cast Iron 

Melstone. 


. Slpr. 

154,700 

6 

Steel 

Mendota. 


. Slpr. 

151,000 

6 

Steel 

Merrill. 


. Slpr. 

154,500 

6 

Steel 

Miles City. 


. Slpr. 

152,300 

6 

Steel 

Miloma. 


. Slpr. 

154,900 

6 

Steel 

Milwaukee. 


. Bus. 

190,500 

6 

Steel 

Minneapolis. 


. Slpr. 

90,600 

6 

Steel 

Minnehaha. 


. Slpr. 

124,100 

6 

Steel 

Minneiska. 


. Par. 

150,300 

6 

Steel 

Minnekahda. 


. Slpr. 

128,000 

6 

Steel 

Minneola. 


. Par. 

148,400 

6 

Steel 

Minnetonka. 


. Slpr. 

121,100 

6 

Steel 

Minnewaukon. . . . 


. Slpr. 

127,900 

6 

Steel 

Minocqua. 


. Slpr. 

103,900 

6 

Steel 

Miscowaubik. 


. Obs. 

137,100 

6 

Steel 

Mississippi. 


. Slpr. 

115,800 

6 

Steel 

Missoula. 


. Slpr. 

145,000 

6 

Steel 































































318 


Name of Car Kind 

Missouri. Obs. 

Mobridge. Slpr. 

Moline. Slpr. 

Monona. Slpr. 

Montana. Slpr. 

Montevideo. Obs. 

Moravia. Slpr. 

Mosinee. Slpr. 

Mt. Hood. Slpr. 

Mystic. Slpr. 

Nahma. Slpr. 

Nashota. Slpr. 

Nebraska. Slpr. 

Nekoosa. Obs. 

Neola. Slpr. 

Newburgh. Slpr. 

New York. Slpr. 

Necedah. Slpr. 

Niobrara. Slpr. 

Nisqually. Slpr. 

Nokomis. Slpr. 

Noquebay. Slpr. 

Numids. Slpr. 

Oconomowoc. Slpr. 

Oconto. Slpr. 

Okabena. Slpr. 

Omaha. Slpr. 

Omro. Slpr. 

Onalaska. Slpr. 

Oneida. Slpr. 

Ontonagon. Slpr. 

Orient. Slpr. 

Orleans. Slpr. 

Osseo. Slpr. 

Othello. Slpr. 

Ottumwa. Slpr. 

Owatona. Slpr. 

Pacific. Slpr. 

Palmyra. Slpr. 

Panama. Slpr. 

Pewaukee. Slpr. 

Piedmont. Obs. 

Ponca. Slpr. 

Portage. Slpr. 

Portland. Slpr. 

Puyallup. Slpr. 

Racine. Slpr. 

Rainier. Par. 

Rubio. Slpr. 

Rutledge. Slpr. 

Rockaway. Slpr. 

Rock Island. Slpr. 

Rockford. Slpr. 

RedWing. Slpr. 

Rubicon. Slpr. 

Ramona. Slpr. 

Ripon. Par. 

Romadka. Slpr. 

St. Joe. Slpr. 

St. Maiies. Slpr. 


Light 

No. of 

Kind of 

Weight 

Wheels 

Lbs. 

Per Truck 

Wheels 

153,500 

6 

Steel 

156,800 

6 

Steel 

151,500 

6 

Steel 

127,400 

6 

Steel 

150,500 

6 

Steel 

131,500 

6 

Steel 

155,200 

6 

Steel 

152,500 

6 

Steel 

154,400 

6 

Steel 

153,400 

6 

Steel 

128,700 

6 

Steel 

96,700 

6 

Steel 

157,800 

6 

Steel 

128,300 

6 

Steel 

98,500 

6 

Steel 

82,600 

6 

Cast Iron 

80,900 

6 

Cast Iron 

108,200 

6 

Steel 

78,500 

6 

Cast Iron 

149,700 

6 

Steel 

123,100 

6 

Steel 

126,200 

6 

Steel 

97,400 

6 

Steel 

81,200 

6 

Cast Iron 

155,100 

6 

Steel 

105,000 

6 

Steel 

156,100 

6 

Steel 

156,400 

6 

Steel 

130,400 

6 

Steel 

142,700 

6 

Steel 

128,000 

6 

Steel 

158,700 

6 

Steel 

156,600 

6 

Steel 

132,400 

6 

Steel 

154,700 

6 

Steel 

124,800 

6 

Steel 

96,600 

6 

Cast Iron 

78,000 

6 

Steel 

101,600 

6 

Steel 

150,000 

6 

Steel 

97,600 

6 

Steel 

151,600 

6 

Steel 

149,600 

6 

Steel 

127,800 

6 

Steel 

148,600 

6 

Steel 

151,000 

6 

Steel 

148,600 

6 

Steel 

152,600 

6 

Steel 

148,400 

6 

Steel 

148,600 

6 

Steel 

150,000 

6 

Steel 

152,000 

6 

Steel 

101,600 

6 

Steel 

78,000 

6 

Steel 

76,200 

6 

Steel 

114,200 

6 

Steel 

141,000 

6 

Steel 

153,000 

6 

Steel 

152,600 

6 

Steel 

153,400 

6 

Steel 






























































319 


Name of Car Kind 

St. Regis. Slpr. 

Seattle. Slpr. 

Smyrna. Slpr. 

Spokane. Slpr. 

Sioux. Slpr. 

Sioux City. Slpr. 

Sioux Falls. Slpr. 

Sabula. Slpr. 

Savanna. Slpr. 

Sn6homish. Obs. 

Superior.. Slpr. 

Superba. Slpr. 

Sparta. Par. 

St. Paul. Bus. 

Snoqualmie. Bus. 

Tacoma. Slpr. 

Tekoa. Slpr. 

Tomah. Slpr. 

Tomahawk. Slpr. 

Vancouver. Slpr. 

Vesper. Slpr. 

Victoria.. Slpr. 

Valencia. Slpr. 

Viroqua. Slpr. 

Valdora. Obs. 

Ventura. Obs. 

Waubay. Slpr. 

Wyoming. Slpr. 

Waubena. Slpr. 

Wausau. Slpr. 

Winona. Slpr. 

Waukesha. Slpr. 

Wakpala. Obs. 

Westport. Slpr. 

Wyandotte. Slpr. 

Whitewater. Par. 

Watertown. Par. 

Wyocena. Par. 

Waucoma. Obs. 

Wauw r atosa. Buff. 

Winneconne. Obs. 

Wanamingo. Obs. 

Winnebago. Obs. 

Woodland. , . Obs. 

Waubesa. Obs. 

Wisconsin. Bus. 

Walworth. Bus. 

Yakima. Slpr. 

Yukon. Slpr. 

Zumbrota. Slpr. 

Zenda. Par. 


Light 

No. of 


Weight 

Wheels 

Kind of 

Lbs. 

Per Truck 

Wheels 

153,600 

6 

Steel 

154,000 

6 

Steel 

154,000 

6 

Steel 

148,000 

6 

Steel 

121,600 

6 

Steel 

125,800 

6 

Steel 

134,600 

6 

Steel 

71,400 

6 

Cast Iron 

71,000 

6 

Cast Iron 

151,000 

6 

Steel 

155,600 

6 

Steel 

155,400 

6 

Steel 

114,600 

6 

Steel 

122,000 

6 

Steel 

103,800 

6 

Steel 

143,000 

6 

Steel 

151,200 

6 

Steel 

129,000 

6 

Steel 

121,400 

6 

Steel 

150,800 

6 

Steel 

149,600 

6 

Steel 

152,000 

6 

Steel 

89,600 

6 

Steel 

106,000 

6 

Steel 

120,000 

6 

Steel 

120,000 

6 

Steel 

148,600 

6 

Steel 

148,600 

6 

Steel 

130,200 

6 

Steel 

128,400 

6 

Steel 

118,800 

6 

Steel 

81,200 

6 

Steel 

148,000 

6 

Steel 

154,600 

6 

Steel 

162,000 

6 

Steel 

147,400 

6 

Steel 

100,200 

6 

Steel 

113,600 

6 

Steel 

145,000 

6 

Steel 

156,000 

6 

Steel 

156,400 

6 

Steel 

121,200 

6 

Steel 

122,000 

6 

Steel 

141,400 

6 

Steel 

113,800 

6 

Steel 

143,800 

6 

Steel 

165,400 

6 

Steel 

150,000 

6 

Steel 

151,800 

6 

Steel 

100,100 

6 

Steel 

142,400 

6 

Steel 





















































320 


Para. 5 ABBREVIATIONS FOR STATIONS 


The following abbreviations will be used by the points concerned in 
sending telegrams, stencilling cars, etc.: 


Aberdeen . 

Albertan . 

Atkins .,. 

Aurora . 

Austin . 

Avery . 

Bedford . 

Bellevue . 

Bellingham . 

Beloit ... 

Bensenville . 

Boville . 

Bristol . 

Butte . 

Calmar . 

Canton . 

Cedar Falls . 

Cedar Rapids .. 

Chamberlain . 

Champion ... 

Channing . 

Chicago ... 

Chicago Union Station 
Chicago—Division St. . 

Chicago—Kenzie St. 

Chicago—Union St. 

Cle Elum . 

Coburg . 

Corliss . 

Council Bluffs . 

Davenport . 

Davis Junction . 

Deer Lodge . 

De Kalb . 

Delmar Junction . 

Dubuque . 

East Moline ... 

Eau Claire . 

Ellis Jet.. 

Escanaba . 

Everett .. 

Faithom . 

Fargo . 

Faribault . 

Farmington . 

Ferguson .... 

Freeport . 

Galewood Yd. 1 . 

Galewood Yd. 2 . 

Galewood Yd. 3 . 

Granville . 

Great Falls . 

Green Bay . 

Harlowton . 

Hastings . 

Herndon . 

Hilbert Junction . 

Horicon ... 

Independence . 

Iron Mountain . 

Iron River .. 

Jackson . 

Janesville . 

Joliet ...-. 

Judith Gap . 

Kapowsin . 

Kirkland . 

LaCrosse .... 

Ladd . 

Laredo .„. 

Latta . 

Lewistown .. 

Madison, S. D. 

Madison, Wis. 


. Abdn. 

...Albtn. 

.Atkn. 

.Auror. 

.Austn. 

.Avery 

.Bedf. 

.Belvue. 

...Belhm. 

...Belt. 

.Bnvle. 

.Bovl. 

.Brstl. 

.Butte 

.Calmr. 

.Cantn. 

.C. Fils. 

.C. Rpds. 

.Chbln. 

.Chmpn. 

..—.Chug. 

.Chgo. 

.Chgo. U. Sta. 

.Div. St. 

..Kenz. St. 

.Un.St. 

.CleE. 

.Cobg. 

.Corls. 

.CBlffs. 

.Dvnpt. 

.Dav. Jt. 

—.D. Lodg. 

.D. Kalb 

.Del. Jt. 

.Dubq. 

.„.E. Mol. 

.EauC. 

.....Ell. Jt. 

.Esc. 

.Evtt. 

.Fthn. 

.,.—. Fargo 

. Farbt. 

.Fmgtn. 

. Fergn. 

.Frept. 

....Galw. I 

.Galw. II 

.Galw. Ill 

. Grvll. 

.GFlls. 

...GBay. 

.Harltn. 

.Hstngs. 

.Hrndn. 

.HiL Jt. 

...Horen. 

.-...Indp. 

..I. Mtn. 

.I. Riv. 

..Jcksn. 

.Jnsvll. 

.Jolt. 

.Jud. Gp. 

.Kpsin. 

.Kirkld. 

.LaX. 

. Ladd 

.—.Lrdo. 

.Latta 

.L/town 

.Mad. S. D. 

..Mad. W. 


Madrid . 

Malden .. 

Manilla . 

Mankato .. 

Mannheim ... 

Mapleton .. 

Marion . 

Marmarth .. 

Marquette . 

Mason City . 

Mayville ... 

McIntosh . 

Melstone ... 

Menasha ... 

Mendota . 

Menominee . 

Merrill . 

Milbank . 

Miles City .. 

Milwaukee—Coach Yd. 
Milwaukee—Davies Yd. 

Milwaukee—Shops .. 

Milwaukee—Terminals 

Mineral .... 

Mineral Point . 

Minneapolis—Bass Lake 
Minneapolis—Coach Yd. 
Minneapolis—Shops 

Minocqua . 

Mitchell . 

Mobridge . 

Montevideo ... 

Momence .. 

Murdo . 

Mystic . 

N ahant .. 

New Lisbon . 

Ontonagon __ 

Ortonville ... 

Othello . 

Ottumwa Jet. ... 

Oxford Junction . 

Perry . 

Portage ...... 

Port Angeles . 

Racine . 

Rapid City . 

Raymond .. 

Red Wing . 

Rockford . 

Rock Island . 

Rockwell City . 

Roundout . 

Roundup .. 

Sanborn .... 

Savanna ... 

Seattle .. 

Seymour . 

Sidnaw ... 

Sioux City ... 

Sioux Falls . 

Sparta . 

Spaulding ... 

Spencer . 

Spirit Lake .,,. 

Spokane ..... 

St. Maries . 

St. Paul . 

T acoma . 

Terre Haute . 

Three Forks .. 

T omah ... 

Tomahawk ... 

Tripp .. 


..Madr. 

.Mldn. 

.Mnlla. 

.Mnkto. 

.M/heim 

.Mpletn. 

....Mam. 

.Mrmth. 

..M/qte. 

.M. Cty. 

.Mayvl. 

.Mclnt. 

.Melstn. 

.Mensh. 

.Mndta. 

.Mnmne. 

.Merl. 

..Milbk. 

.Mile C. 

.Milw. CY 

..Davies 

.Milw. Shp. 

.Milw. Tl. 

.Mini. 

.Min Pt. 


.Mpls. 


.Minqa. 

.Mitch. 

.Mobr. 

.MonteV. 

.Momce. 

.Murdo. 

.Mystic. 

..Nht. 

.N Lisb. 

.Ontgn. 

.Ort/vll. 

....Othll. 

.Ott. Jt. 

.Axf. Jt. 

.Perry 

.Ptge. 

.Pt Angl. 

.Racne. 

.Rap Cy. 

.Raymd. 

.Rd Wng. 

.Rkfd. 

.Rok Is. 

.Rok Cy. 

..Rondt. 

.Rndp. 

..Sanbn. 

.SaV. 

..Sttle. 

.Symr. 

.Sdnaw. 

.Soo Cy. 

.Soo F. 

.Sprta. 

.Spldg. 

..Spncr. 

..Sp Lke. 

.Spkne. 

.St. Mrs. 

.St. P. 

..Tac. 

.THte. 

.3 Fork 

.Tomahi 

..Tmhk. 

--Tripp 



























































































































































321 


Wabasha 
Watertown 
Waukesha 
Wausau ... 
Wells . 


...Wbsha. 

.Wtrtn. 

Wauksh. 
...Wausa. 
.Wells 


West Clinton .W. Cln. 

Western Avenue ...W. Ave. 

Winona .Wnona. 

Wisconsin Rapids .Wis Rpds. 

Yankton .Yktn. 












322 


Para, 6 


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324 


SECTION IX 

INSPECTION REPORTS AND RECORDS 

Para. 1 975 REPORT 

This is to be made out by the inspector, chief inspector, or foreman at 
all No. 1 or No. 2 inspection points for every train departing from or pass¬ 
ing through the station concerned. 

The object of this form is to guarantee the proper inspection and safe 
condition of the equipment and to obtain the benefit of the train crews’ 
experience with the trains while on the road. Any defects shown on this 
form must be properly corrected and the car inspector at the inbound 
station is to make certain that ample assistance is provided to correct any 
of the defects reported bv the conductor on this form so that it will not 
be necessary for him, in filling out this form for the outbound movement 
of the train, to include any of the defects previously reported. This form 
is to be made out in duplicate, and car inspector will in case of freight 
trains place in suitable box located on end of cabooses for this purpose 
two blanks with carbon paper between, all placed on a suitable board and 
of same dimensions as the report and held in place by a rubber band near 
the top. In the case of passenger trains the report will be handed to the 
conductor. On arrival at inbound station the car inspector will meet the 
train and receive Form 975, and will note thereon the number of brakes 
cut out and sign the report in the space provided. He will at this time 
note whether the brakes cut out have air brake defect cards attached. 
He will also look over the report to see whether conductor has reported 
any difficulty with train while in his possession, and if any trouble is 
reported same must be corrected immediately if feasible. The original 
of the report must then be forwarded to the division superintendent and 
the duplicate retained by the local car foreman in charge of the station 
at which train arrives. These copies must be kept in neat order so as to 
be readily accessible in the event it is desired to look up record on any 
train arriving at the station. It should he understood that these reports 
are to be used on all divisions and are to cover the operation of a train 
from one terminal to the next terminal and where a train goes through 
several terminals, the car inspector will arrange to supply new forms to 
the conductor taking charge of train leaving station. In other words, 
the one form is not to be carried through from the originating station 
to the final terminal, but is to be carried only so far as each divisional 
terminal where train crews change. 

Para. 2 TAGS INDICATING CARS ARE BAD ORDER 

The tag we have in use is a red card printed in black, and is to be 
applied to both sides of a car. 

When it is found that these cards are being removed bv unauthorized 
persons, a check is to be made, and whoever is responsible for their wrong 


325 


removal will be reported to the Master Car Builder through the correct 
channels. This will be done by ordinary letter, but the matter must not 
be handled locally, but reported as laid down. 

For details see Para. 5 of Section I. 

Para. 3 REPORTING INFRINGEMENT OF RULE 26 

The necessity for complying with the rule governing the use of the 
blue flag cannot be too strongly impressed upon all concerned. (See 
Para. 1 of Section I.) When infringement occurs the matter is to be 
reported through the correct channels to the Master Car Builder, whether 
responsibility is placed or not. This is in order that at places where 
constant abuse prevails special steps may be taken to discover the source 
of trouble and stop it. 

Report will be made by ordinary letter. 

Para. 4 SAFETY APPLIANCE REPORTS 

When government inspectors visit a point they usually call upon the 
foreman or whoever is in charge, before going over the equipment. If 
possible the person in charge of a point should accompany them during 
their inspection, but failing this a foreman or inspector will be delegated 
to go around with the I. C. C. representatives. 

As soon as the inspection is completed a report as per form shown 
below is to be made direct to the Master Car Builder, and a copy sent to 
the general safety appliance inspector. Copies will also be made for local 
and district requirements. 

No delay must occur in sending this report in, and it is to be complete. 
Names of inspectors for each defect must invariably be included, and 
under column “Discipline Applied” recommendation made either that no 
action be taken and why, or that action be taken and what it should 
consist of (demotion, demerit marks applied, etc.). 

C. M. & ST. P. RAILWAY COMPANY 
REPORT OF DEFECTS 

FOUND BY I. C. C. INSPECTOR OF SAFETY APPLIANCES 


Car or 

Engine Defect found Date defect Inspectors Discipline 

Number Repaired Responsible Applied 

Remarks:— 

Station .. Number of cars inspected. 

Date . Number found defective. 


Time inspection began . Percent defective .. 

Time inspection finished. Percentage defective 

Name of I. C. C. inspector. last inspection. 

.Foreman 












326 


Para. 5 WHEEL REPORTS 

Sub-Para. (I) GUARANTEED CAST WHEELS 

Reference to Sub-Para, xxii, Para. 9 of Section I will give information 
required to be contained in regular monthly reports, to be furnished by all 
shop points, showing wheels removed that were in service less than the 
guaranteed period. Report will be made out in letter form, headed 
“Failure of Guaranteed Cast Iron Wheels,” and one copy sent to District 
headquarters, and one copy retained on file. 

Sub-Para. (II) WHEELS SCRAPPED UNNECESSARILY 

Milwaukee foundry will render periodical reports of wheels removed 
and scrapped that are found fit for further service. The matter will be 
taken up by letter by the master car builder’s office, with the point con¬ 
cerned, for correction. 

Para. 6 FORM 661-B—BAD ORDER CAR AND 

INSPECTION RECORD 

This form is to be filled in for all cars (freight, passenger and caboose) 
in bad order, which are set out of trains and marked for repair track and 
for all cars received in interchange. One copy only to be made and to 
be filled out at time and place car is inspected. It is necessary that all of 
the headings be filled in as called for in spaces provided for, so that a 
complete record will be available. At points where required by local 
conditions the seal record must be obtained and numbers of seals on right 
land left side of car shown, the seal record to be filled in in the spaces 
provided for. For cars received in interchange the inspectors will fill 
out one of the forms for each car and note the defects existing, indicating 
whether defects are old or new, and if there are no defects on car indicate 
same by writing in the initials “0. K.” 

Exceptions: At Chicago, Omaha, Kansas City and Twin Cities, where 
joint inspection bureaus are established, the bureau instructions covering 
the keeping of interchange records will govern. The object of this record 
is to enable car foremen to refer to same when called upon to give record 
of cars marked bad order and of cars received in interchange in bad order 
or otherwise. 

(Note.—The use of books of any description for recording information 
called for on Form 661-B will not be permitted. 

The filing of Form 661-B is to be handled as follows: 

Filing cases containing 100 spaces are to be provided at each point 
for the filing of this record. Such cases will be numbered 00 to 99, 
inclusive, and will be made and numbered as provided for on blue print 
to be furnished. The forms will be filed in such cases in accordance with 
the last two figures of car number, for instance—form for car 26578 would 
be placed in space number 78. Care should be taken to keep the records 
in each space in date order. The last date to be placed on top, and when 
any of these records are taken out for reference care must be taken to see 


327 


that they are placed back in proper space and as to date order. It should 
also be understood that it is not the intention to file Form 661-B with 
Form 661-A., or any other records; in fact, same must be kept tiled in 
separate filing cases as herein provided for.) 

Para. 7 .FORM 619—A. R. A. JOINT EVIDENCE CARD 

When a system car is received from a connecting line and the inspector 
at the interchange point finds that improper repairs have been made, he 
will call on an inspector for one of the connecting lines to make joint 
inspection. The joint evidence card, Form 619, is to be used for this 
purpose, and under the head of description of wrong repairs, all items of 
wrong repairs are to be noted, showing information as to sizes of wrong 
material or kind, etc., and under the head of “how repairs should have 
been made,” information should be shown as to what is standard to the 
car. This card is then to be signed by the inspector for this road and 
by the inspector for some other railroad subscriber to the A. R. A. Inter¬ 
change Rules, or at points where there is a joint inspector, the signature 
of the joint inspector is all that is necessary. 

On the reverse side of Form 619 the inspector will show opposite 
disposition of car,” name of shop to which car is forwarded after wrong 
repairs have been corrected, or, name of shop car is forwarded without 
repairs having been corrected. If the wrong repairs are not corrected 
at the interchange point the joint evidence card must be attached to the 
car as per instructions contained in third paragraph of A. R. A. Rule 14. 

Inspectors at interchange points must be very careful to see that the 
joint evidence card is attached to the car if repairs are not made at the 
interchange point and the card must not be removed at any other repair 
point unless the wrong repairs are corrected. 

While it is desirable that this joint evidence card be obtained at the 
time car is* received from connecting line, yet if the car should pass the 
interchange point and wrong repairs are not detected and car later on 
shows up at one of the repair points on the system, the car foreman will 
arrange for joint inspection and fill out the form as herein instructed, 
obtaining signature of an inspector representing another railroad at such 
point. 

Para. 8 FORM 620-A. R. A. DEFECT CARD 

See A. R. A. Rule 14 which covers fully the use of the defect card. 

When defect cards are issued they must be filled in on both sides and 
must plainly specify in full each item, indicating the location as provided 
for in Rule 14. 

When cars are received in interchange car inspectors shall procure 
defect card covering all delivering line defects as shown below: 

All damage as defined in Rule No. 32. 

Missing dome covers per Rule No. 32. 


328 


Missing safety valves per Rule No. 32. 

Missing friction draft gear, also if wood block has been substituted 
per Rule No. 95. 

Missing journal bearings per Rule No. 65. 

Missing brake cylinders per Rule No. 58. 

Missing reservoirs per Rule No. 58. 

Missing triple valves per Rule No. 58. 

Missing retaining valves per Rule No. 58. 

Missing cut-out cocks per Rule No. 58. 

Missing angle cocks per Rule No. 58. 

Missing air hose per Rule No. 58. 

Missing dirt collectors when cars are stencilled to show so equipped 
per Rule No. 59. 

Wooden brake beams in place of metal per Rule No. 56. 

Cars not equipped with A. R. A. standard 1%" air brake hose per 
Rule No. 57. 

Temporary advertisements per Rule No. 36. 

Bent axles per Rule No. 84. 

Cut journals per Rule No. 84. 

Slid flat wheels if spot is 2y 2 " or over in length, or if there are two 
or more adjoining spots, each 2" or over in length in A. R. A. Rule No. 68. 

Cars intended to be equipped with wrought steel or steel tired wheels 
and so stencilled, if found with cast iron or cast steel wheels in A. R. A. 
Rule No. 70. 

Cars intended to be equipped with cast steel wheels and so stencilled, 
if found with cast iron wheel in A. R. A. Rule No. 70. 

Such defect card must be attached to the car per instructions contained 
in A. R. A. Rule 14, third paragraph, and when car reaches a repair 
point and the defects covered by the defect card are repaired, the card 
is to be removed and attached to the record card, Form 661-A or 661-C 
and further handled as per instructions governing the use o*f the repair 
card, Form 617. 

If only part of the defects covered by the defect card are repaired, 
handle per A. R. A. Rule No. 6. 

When cars are delivered to connecting line and have switch chains, as 
in the case of twin loads, such switch chains should be removed before 
the cars are delivered or defect card should be obtained from the road to 
which the cars are delivered to cover the value of the switch chains, the 
number and length of chains to be specified. It will also be satisfactory 
where cars are delivered to connecting line equipped with such switch chains 
to obtain from the connecting line an equivalent number of switch chains. 
However, inspectors must be careful to see that they obtain from the 
connecting line an equivalent number of switch chains or defect card to 
cover the value of the chains, and if the connecting line refuses to issue 
defect card or to return an equivalent number of chains, then switch 
chains must be removed from the cars before they are delivered. 


329 


It is the practice at many of the interchange points for the railroads 
to furnish material to each other and when this is done defect card is 
issued to cover the value of material received. Where car foremen furnish 
material to a connecting line, defect card must be obtained from such 
connecting ilne covering the material furnished and this defect card is then 
to be turned over to the local storekeeper who will render bill for the 
value of the material. 

Para. 9 REPORTS OF CARS HELD FOR DISMANTLING, 

DISMANTLED, OR DESTROYED 

Sub-Para. (I) REPORT OF CARS CONSIDERED FIT 

FOR DISMANTLING 

When a system car is, from any cause, in such condition that it is 
considered it should be dismantled, the foreman at which point the car 
is held will report same direct to the Master Car Builder on Form 654-A, 
which gives a description of the car, estimated cost to repair, and a 
description of defects. The report in question is to be accompanied by 
one photograph of the car. 

In the case of a foreign car in line for dismantling on account of 
being worn out, the procedure will be as follows: 

When a foreign car is destroyed or badly damaged or found in badly 
damaged condition and it is not considered advisable to repair, the 
wrecking foreman or car foreman will immediately wire the Master Car 
Builder giving initials and car number advising where and when damaged 
or found damaged. The car foreman at point car was found or brought 
to from wreck will follow by furnishing a Form CD-3 giving description 
of car, including stencilled light weight and class of construction per 
A. R. A. Rule 112, also photograph, and detailed estimated cost of repairs. 

All this information to be promptly forwarded direct to Master Car 
Builder and copy of letter of transmittal to go to district general car 
foreman. 

Master Car Builder will advise local foreman as to what disposition is 
to be made of car, sending copy of letter to district general car foreman. 

When the estimated labor costs to repair a foreign car exceed the 
limits as shown in A. R. A. Rule 120, the car is to be held for disposition 
and joint inspection certificate 654, is to be filled out in triplicate showing 
all repairs required and nature of defects, together with estimated cost 
of labor and material, separately, on basis of A. R. A. prices. 

When more than one blank is required to enumerate repairs each 
blank is to be numbered starting with number one and the estimated cost 
for labor and material to be shown on last sheet. The last sheet to be 
signed by person making the inspection. 

When reporting cars for disposition and it is necessary to order plans, 


330 


specifications or material from car owners to make repairs if authorized. 
Form CD-10 must accompany joint inspection certificate 654. 

The joint inspection certificate in duplicate with photograph of car- 
will he forwarded direct to the Master Car Builder, who will take up with 
car owner for disposition, sending copy of his letter to the car accountant, 
district general car foreman and local car foreman. 


Sub-Para. (II) CARS HERD FOR DISMANTLING 

On the first and fifteenth of each month a report must be sent direct 
to the Master Car Builder, showing status of system cars held for dis¬ 
mantling. In order that proper record may be kept of the general situation, 
this report should be in the following form: 


(A) 

Cars held for which 
authority has been re¬ 
ceived to hold for dis¬ 
mantling. 


(B) 

Cars dismantled since 
last report on author¬ 
ity duly received. 


(C) 

Additional cars for which 
authority received to hold 
for dismantling but not 
previously included in 
this report. 


C. T. H. & S. E. or S. I. cars, for which authority has been received 
to “hold for further instructions,” will be included in this report as if 
they were held for dismantling. 

No report is necessary for foreign cars held for dismantling, for as 
quickly as authority is received to dismantle a foreign car, the work must 
be proceeded with on account of the per diem accruing until such time as 
the car is taken down. 


In the past many points have made a habit of allowing their clerks 
to fill in this report each half month without making any check of the 
situation and without any attempt to have it agree with the 676 report 
furnished at the beginning of each month. As a result, many points have 
continued to report cars held for dismantling after they had been dis¬ 
mantled or after they had been moved to other points with the result 
that much confusion has occurred in the records at the M. C. B. office 
and at the car accountant’s office in Chicago. It should be borne in 
mind that this report is used in connection with a check of all system 
cars which have not moved for a given period and its purpose is defeated 
unless correctly filled in and ultimately results in much correspondence 
and unnecessary work in the M. C. B. office and at local points. 


Sub-Para. (Ill) REPORT OF CARS DISMANTLED 

When authority has been duly received and a car is finally dismantled, 
a report is to be made direct to the Master Gar Builder as follows: 


331 


Form CD-12 covering salvage is to be made out and the following 
copies are necessary: 


Worn out system cars, 3 copies 

Worij. out foreign cars, 4 copies 

System cars destroyed by fire, 4 copies 

Foreign cars destroyed by fire, 4 copies 

System cars destroyed in wreck, 3 copies 

Foreign cars destroyed in wreck, 3 copies 


Form CD-12-A (one copy only) is to be rendered for each car dis¬ 
mantled and is to be accompanied by one photograph showing clearly the 
initials and number of the car. As soon as car is dismantled initials 
and number will be reported on Form 112, Daily Car Report, and this 
fact must be duly certified to when filling in Form CD-12-A. 

Para. 10 FORM CD-10—MATERIAL REQUESTED 

FROM CAR OWNER 

Reference to Section 2, “Repairs,” will give details of instances where 
it is necessary to hold cars pending receipt of material from car owner 
(See A. R. A. Rule 122). The procedure in such cases will be for the 
car foreman to wire the district general car foreman giving initial and 
car number and items of material required, specifying pattern numbers 
or other data to enable requisitions to be filled. The wire in question 
will be confirmed by filling in Form CD-10 which must be mailed on the 
same day that the telegram is dispatched. . 

Form CD-10 will also accompany joint inspection certificate (Form 
654) when writing up foreign cars for disposition account owner’s defect. 

In filling out Form CD-10 it must be stated below the items ordered 
whether repairs necessary are account owner s responsibility, or C. M. & 
St. P. responsibility. Current instructions in respect to numbers of copies 
to be made of CD-10 will govern. 

Para. 11 COMMODITY CARDS FOR EMPTY CARS 

SENT TO LINES WEST 

From time to time it becomes necessary to order a number of cars sent 
to Lines West to protect certain lading. When such cars are inspected 
and picked out they must be properly carded with the commodity card 
showing classification of car as being fit for the lading for which the car 
is being sent. 

This may appear a trivial matter, but on the other hand it is a very 
important one. A given number of cars are ordered for say, lumber loading, 
and a given number for grain loading. Upon arrival on Lines West cars 
picked out for lumber loading are often repaired and made fit for grain 
loading, on the assumption that they are the best cars available, whereas 
during the next day or two cars arrive fit for grain loading without repairs, 
and the demands for grain having been filled the later cars to arrive are 
used for lumber loading. This is only one of many features of the handi¬ 
caps imposed through neglect to follow the instructions, and all points 
called upon to pick our cars to go to Lines West must bear this in mind 


332 


and positively obey the instructions to card each car and to show thereon 
the commodity loading for which it is intended. 

Para. 12 FORM 17-A—CERTIFICATE OF TEST 

All points having equipment to test safety valves on tank cars shall 
after making each test complete Form 17-A in triplicate, forwarding one 
copy direct to the Bureau of Explosives, using the second copy for billing 
purposes, and retaining the third on file. 

Para. 13 FORM 665 

In connection with Paragraph 11 of Section 1 covering the inspection, 
cleaning and repair of air brakes, a report covering work done is to be 
rendered monthly on Form G65 by all points fitted up to handle air brake 
repair work. This report will be made out as soon after the first of each 
month as practicable and one copy forwarded to the air brake supervisor, 
Milwaukee shops. 


333 


SECTION X 

SECTION X—A. R. A. BILLING 

Para. 1 GENERAL OUTLINE OF A. R. A. BILLING 

A. R. A. billing is the method used by railroads of obtaining payment 
for repairs made to cars, the property of roads other than the one making 
the repairs. When cars are in service on a foreign road, the owners are 
paid by the line using a car a fixed sum per diem, and this obligates the 
owner to the extent of having to keep his car in serviceable condition. 
To simplify this an arrangement has been arrived at whereby the road 
having the car on its line makes the necessary repairs, and bills the owner 
in accordance with an agreed upon set of rules and charges, known as 
A. R. A. Code of Rules, revised annually. 

Para. 2 GENERAL PROCEDURE ON OUR ROAD 

Sub-Para, (I) FORMS TO BE USED 

In order that there may be a uniform understanding in respect to 
A. R. A. billing, the following information and explanations have been 
drawn up to supplement the A. R. A. Code of Rules. A clear under¬ 
standing is necessary in order to protect the company in obtaining full 
compensation for its repairs to foreign equipment. 

The following forms are used: 

G61-A—Original record of repairs. 

661-C—Original record of wheels and axles removed and applied. 

617 —A. R. A. Billing Repair Card, being the form used for billing 

owners for cost of work shown on 661A’s and 66lC’s. 

617%—A. R. A. wheel and axle statement, being a supporting voucher 
accompanying 617’s, and giving detailed information shown on 
661C. 

619 —A. R. A. Joint Evidence Card, described in Section 9, which 

is used as the basis for rendition of bills. 

620 —A. R. A. Defect Card, described in Section 9, also used as the 

basis for rendering bills against owners of cars concerned. 

Sub-Para. (II) 6f»lA—ORIGINAL RECORD OF 

REPAIRS 

66lA’s are to be made out at all points where repairs are made and 
are to be filled in at the car by the person assigned or delegated to do this 
work, and will show repairs made to all system freight cars, including 
cabooses, and all foreign freight cars and foreign passenger cars. When 
men are sent out on the road to make repairs, form will be filled in and 
turned in at home station. 


334 


Not more than one car is to be recorded on this card for cars on repair 
track, but a separate card may be used for air brake work performed by 
air brake men on repair tracks at such points where it is not practicable 
to record this work on the card for other repairs. For repairs made in 
train yards, record of repairs of more than one car must be placed on a 
form. One line to be left blank between record for each car as indicated 
below: 


P. C. C. & St. L. 564328 

A—1 new A. R. A. Std. Air Hose 

Box 

Load 

Porous 

C. M. & St. P. 73824 

L-3—1 1 i/s" Oil Box Nut 

Box 

Load 

Missing 

Mich. Central 47832 

INI 1 new 9" Solid Brass 

Gond. 

Load 

Worn out 

Un. Pac. 63534 

R-2—1 new R. E. Brake Shoe 

Box* 

Empty 

Broken 


On repair tracks this form must be filled’ out to show each item of 
repairs to be made as far as possible in advance of the work being done, 
and after car is repaired the foreman in charge or inspector assigned 
to such work will check the work performed to see that the items listed 
have been renewed or repaired and any other work not listed will be added, 
and such work which has not been performed and which* was already 
shown on this form at the time inspection was made, is to be crossed off. 

It is necessary to show under heading “why made” reason for making 
repairs to each item. This will be-shown as broken, worn out, missing, 
leaky, in fact whatever the defect may be. The information must not 
be assumed but is to be determined by actual inspection. When the terms 
such as broken, bent, missing, etc., are used and the defects have been 
caused by derailment, cornering, side-swiping, or other unfair usage or 
causes shown in A. R. A. Rule 32, this additional information must be 
shown. If repairs to car are made per authority of car owner as in the 
case of a car worn out and handled under A. R. A. Rule 120, the record 
must specify that repairs are made per car owner’s authority, quoting 
letter authorizing the repairs. If repairs are made on authority of defect 
card, the record must so specify. Defect card is to be attached to card 
when sent into office for billing. This applies equally to system and 
foreign cars. 

When material ordered from car owner on Form CD-10 is applied, the 
Form 661-x4 should show that material was furnished by owners. 

It will be necessary to fill out Form 661-A for each car on repair 
track whether repairs are made or not. In the case of car on repair track 
and no repairs being made, the record mnst bear notation, stating that 
no repairs were made, and reason why car was on repair track. 

Supervisor in charge of the work will sign the card as party authorizing 
repairs, and supervisor or inspector checking repairs and completing the 


335 


record will sign card as party making and checking repairs. Repair men 
in train yards will sign in both spaces. 

When sending men out on road to make repairs to cars set out, the 
record card, Form 661-A, must be filled out to show repairs made and 
station at which repaired, and such record to be delivered to office at 
home station. 


Initials and names of owners will be shown on repair cards in accord¬ 
ance with the following: 


In the case of private companies, the name on the 661A is to be shown 
in full, but in the case of railroads the ordinary initials used to indicate 
the railroad concerned will be used, with the following exceptions: 


Name of Railroad 
Algorna Eastern 
Arizona Eastern 
Atlantic Coast Line 


How name of railroad is to be indicated 

on 661A 
Algorna Elast. 

Ariz. East. 

Atlan. Coast Line 


Baltimore and Ohio Chicago Terminal 


B. & 0. C. T. 


Baltimore and Ohio 
Bangor and Aroostook 


B. & 0. 

Ban. & Aroos. 


Boston and Albany 

Buffalo, Rochester & Pittsburg 

Butte, Anaconda & Pacific 

Canadian Southern 

Colorado Northern 

Cincinnati Northern 

Canadian National 

Canadian Northern Ontario 

Canadian Northern Quebec 

Canadian Pacific 

Central Pacific 

Chicago & Illinois Western 

Chicago & Illinois Midland 

Cincinnati, Indianapolis & Western 

Chicago, Memphis & Gulf 

Chicago, Milwaukee & Gary 

Chesapeake and Ohio 

Chicago and Alton 

Chicago, Indiana & Southern 

Chicago, Indianapolis & Louisville 

Chicago, Rock Island & Pacific 

Illinois Central 

Iowa Central 

Louisiana Western 

Louisville & Wadley 

Mexican Central 

Maine Central 

Michigan Central 


Bos. & Alb. 

B. R. & P. 

B. A. & P. 

Can. Sou. 

Col. Nor. 

Cin. Nor. 

Can. Nat. 

Can. Nor. Out. 

Can. Nor. Que. 

Can. Pac. 

Cent. Pac. 

Chgo. & Ill. West. 

Chgo. & Ill. Mid. 

Cin., Ind. & West. 

Chgo.,- Memphis & Gulf. 
Chgo., Milw. & Gary 
dies. & Ohio 
Chgo. and Alton 
Chgo., Ind. & So. 

Chgo., Ind. & Louis 

C. R. I. & Pac. 

Ill. Cent. 

Ia. Cent. 

La. West. 

Louis. & Wad. 

Mex. Central 
Me. Cent. 

Mich. Cent. 


\ 


336 


Mississippi Central 
Maryland & Pennsylvania 
Missouri Pacific 
Missouri, Kansas & Texas 
Missouri, Kansas & Texas of Texas 
New York, Chicago & St. Louis 
New York Central 
Nashville, Chattanooga & St. Louis 
Northern Pacific E. E. 

Spokane & International 
Southern Indiana 
Southern Pacific 

Temiskaming & Northern Ontario 
Texas & New Orleans 
Union Pacific E. E. 

Union E. E. 


Miss. Cent. 

Maryland & Penn. 

Mo. Pac. 

M. K. & T. 

M. Iv. & T. of Texas 

N. Y., Chgo. & St. L. 
N. Y. C. 

Nash., Cliatt. & St. L. 
Nor. P. 


Spokane & Int. 


Union By. 

Yandalia 

Virginian 


So. Ind. 

So. Pac. 

Temisk. & Nor. Ont. 
Tex. & N. 0. 

Un. Pac. 

Union E. E. 

Union E ail way 


Van. 


Virginian 


In the case of cars with markings other than those listed under Railway 
Companies, or Private Car Companies, the information to be shown on 
the 661-A’s will, in all cases, include the initials and number in full as 
on the car; the name and address of owners or lessees, if shown—otherwise 
number, time and date of trains cars arrived and departed by. 

In writing up cards, the following abbreviations may be used: 


Bro.—for broken. 

Miss.—for missing. 

W. 0.—for worn out. 
Lky.—for leaky. 

Cut Jrl.—for cut journal. 


Show in the space provided, whether loaded or empty. If load had 
to be removed or partly moved to make repairs, record must bear notation 
“E. & IL to make repairs,” and also if load moved on “A” or “B” end 
or “A. & B.” end. It should he understood that where the load of a car 
has shifted, such as a load of lumber, pipe, etc., and it is necessary to 
shift it hack so as to provide proper clearance, no charge is to be made 
for such work, except if necessary to further move load from original 
position to make repairs, in which case record should show load “B. & E. 
to make repairs.” Charge for E, & E. of load is proper, whether load is 
removed and replaced, or only partly removed or moved. 

In quoting number of a car repaired, the greatest care must be exercised. 
Thousands of dollars are lost annually on account of inability to trace cars, 
due to clerical errors in writing down numbers. 

In every case a check of each individual car number must he made. 
This can be done by the track list being made by one person, and 661-C’s 
by a second, and the check made against one another. Or a second person 
can go over the original record of repair cards, and see that numbers are 


337 


correct. When neither method is feasible, the person writing a car 
number down should, when he reaches the next car, and has taken the 
number, look back and confirm his previously written down number. 

Sub-Para. (Ill) 661-C—ORIGINAL RECORD OF 

AVHEELS AND AXLES REMOVED 
AND APPLIED 

At all points making repairs this form is to be filled out (one copy 
only) by either the person responsible for the removal or application of 
any wheels, or the inspector actually doing the work. The greatest care 
is necessary in writing down the complete information called for, and 
paragraphs 9 and 10 of Section I must be most carefully followed. The 
reason for removal of wheels will be set down in accordance with the list 
of defects shown in sub-para, (xx) of para. 9, Section I, and will in all 
cases constitute owners defects, with the exception of slid-flat wheels, or 
defects caused by fire or wreck. Slid-flat wheels must not be confused 
with “flat spots 77 such as described under shelled out wheels (sub-para, ix) 
and worn through chill (sub-para, xi) of Para. 9, Section I. 

In changing rolled steel, or steel tired wheels, the amount of service 
metal will be the distance from the witness groove (see Sub-Para, xix 
of Para. 9, Section I) to the edge of tread at naA'rowest area, less ^4"* 
If this measurement of service metal is more than l^P, charge or credit 
must be made on the basis of 1%'', which is the maximum provided 
under A. R. A. rules. In the case of wheels removed the amount of 
service metal before turning will be arrived at by measuring as laid down 
in Section 4, Para. 2, Sub-Para. xiii. The amount of service metal 
after turning will be the distance above witness groove, less *4", measured 
after the wheel has been turned down again. Therefore this cannot be 
put on the 661-C by outside points until after the wheel has gone to the 
shops. Outside points removing steel wheels will ship them quickly and 
take up by correspondence in order to get the information to complete 
the 661-C 7 s, and at shop points the wheels will be handled with the 
machine shop quickly so as to permit of completion of 661-C 7 s. 

Wheels removed which have to go to the machine shop for tire turning, 
will be shown on 661-C as not having standard full flange contour (put 
information under “Cause of Removal 77 column on old forms). Wheels 
removed for axle defects, which are not worn down so as to need turning, 
will show on 661-C as having standard full flange contour, and infor¬ 
mation shown as above. 

Wheels applied either new or as received from machine shop (turned 
down) will be shown on 661-C as having standard full flange contour (put 
information under “Wheel No. Date Cast 77 column on old forms). Wheels 
(applied with contour worn down will show as not having standard full 
flange contour, information being shown as above, but only in very isolated 
instances wheels will be applied to foreign equipment other than with new 
or restored standard full flange contour. 


338 


Under the heading “location/’ the box numbers are to he shown as 
per A. R. A. 'rule 14. 

Under the heading “size and kind of wheels,” it is necessary to show 
the information called for; for instance, 33" cast iron, 33" cast steel, 
33" rolled steel, as the case may be. 

Information as to length and diameter of journal, diameter of wheel 
seat, diameter of axle center, must be properly shown under the various 
headings, and the actual dimensions of axles removed, as well as those 
applied, must positively be shown. The dimensions laid down, method 
of calipering, etc., in Para. 10 of Section I must be carefully followed. 

In order to permit of making proper labor charge for wheel changes, 
it is necessary that the type of truck be shown on the record. Present 
Form 661-0 does not call for this information, but the blank space in 
the lower right hand corner on the form should be used for this purpose, 
and new forms which will be printed will call for the information. Tn 
showing information as to type of truck it i» necessary to specify whether 
arch bar, Bettendorf, Scullin, Andrews, or whatever type of truck it 
may be. 

The record is to be filed with Form 661-A covering repairs to same car. 

When wheels are removed from tank cars belonging to L. G. Gillespie 
& Sons (lettered LOGX)—which operate principally between Tacoma and 
Chicago over our line—record will be made in the ordinary way, but in 
addition it will be necessary to hold the wheels for inspection. Standard 
markings as laid down in Sub-Para, xx, Para. 8 of Section I will serve 
to identify the wheels, but in addition M. C. B. office is to be advised by 
letter as soon as any of the wheels in question are removed, giving car 
number, which wheels removed, and cause for removal. M. C. B. office 
will notify owners to have inspection made and authorize bill being 
rendered against them, pending which bill will be held at point where 
wheels were removed. 


Sub-Para. (LV) (517—A. R. A. BILLING REPAIR 

CARD 


This form will be made out at designated points, 
duplicate unless otherwise specified herein : 


and is to be in 


1 lie original is to be forwarded to the master car builder’s office at 
Milwaukee lor billing purposes and the carbon copy retained at the local 
point where issued and tiled with Form 661-A. One or more of these 
forms must be filled out for every foreign car repaired. In filling out 
this form, it is necessary that care be taken to show all the information 
called for under the various headings. 


1 he part) writing up the repair cards must show the information 
just as shown on the record card, Form G61-A, and if the Form 661-A 
does not contain all necessary information as called for in the A. R. A. 
Rules, such as new or second-hand material, where required, proper location, 


339 


kind of material, etc., tlie record card must be returned to the foreman 
for further information before the billing card is written up. When 
writing up repair cards it will not be permitted to assume any information 
as to why made, etc., and under no consideration should any corrections 
be made on the record card, Form 661-A, excepting by the person or 
persons who have vouched for the correctness of the original record by 
their signatures. 

If repairs have been made on authority of a defect card, which has 
been issued by a road other than the owner, the billing repair card 
617, must be issued in triplicate and the original and one copy attached 
to the defect card and forwarded to the master car builder’s office at 
Milwaukee. In such case the Form 617 must be marked “account defect 
card” opposite such items as are covered by defect card. If repairs 
made to a car are covered by defect card issued by owner of such car, 
then it is only necessary to attach one copy (the original) of billing repair 
card to defect card. 

At repair points where clerks are employed in writing up the repair 
cards, the number of board feet of lumber must be shown in proper column 
opposite each item of repairs. However, where clerks are not employed, 
this information need not be shown, as the calculation will be made in 
the master car builder’s office. It is very necessary that Form 661-A 
show the finished size of lumber used, and this information be correctly 
transcribed to Form 617. 

Repair cards issued for repairs made for which car owner is not 
responsible must be filled in and numbered same as if car owner was 
responsible, excepting that such repair card is to bear the notation “no 
bill” and it will not be necessary to show weight of material, board feet 
of lumber nor labor. Such cards must be forwarded to the master car 
builder’s office along with all other billing repair cards. 

When wrong repairs are corrected and there is a joint evidence card, 
Form 619, covering such wrong repairs, a billing repair card, Form 617 
(or 617!/2 if wheels are changed) must be issued for system cars, and 
same attached to the joint evidence card and forwarded to the master 
car builder’s office. Such repair card should bear the notation “account 
joint evidence card.” 

When material ordered from owners on Form CD-10 is applied, the 
billing repair card, Form 617, should indicate that material was furnished 
by owners. (This information must show on the record card, Form 661-A.) 

When Forms 975 are turned in by trainmen at the terminals and 
checked over by the car foreman, and it is found that repairs have been 
made by the trainmen, a billing repair card, Form 617, is to be issued 
for such repairs when made to foreign cars and the copy of the repair 
card, Form 617, is to be attached to the Form 975 and filed in same case 
with the record cards, Form 661-A. 

(In order to keep the file containing the 975 reports complete, a copy 


340 


of the original 975 report will be made to be filed with the other 975 
reports; however, the original 975 report must be filed with the billing 
repair card.) 

Sub-Para. (V) 617 —A. R. A. BILLING REPAIR 

CARD FOR WHEELS AND AXLES 

This card will be made out at all points where Forms 617 are filled 
out. The card will show the same information as the 661-C, including 
that pertaining to type of truck and whether rolled steel or steel tired 
wheels applied or removed have standard full flange contour or not. 

The form in question' (617%) is merely a supporting voucher to 
accompany the bill against owners for repairs, but must be very carefully 
handled in order that check may be made and bill passed for payment 
without delay. 

Sub-Para. (VI) (»1J)—A. R. A. JOINT EVIDENCE 

CARD 

This form is not a direct billing form, but is used as the basis for 
rendering bills against delivering lines. It is fully described in Section 9, 
and is referred to here in connection with its use for billing purposes. 

When the wrong repairs have been corrected at the interchange point 
and Form 661-A or 661-C has been made up to cover all repairs to the 
car, a billing repair card will be issued to cover the wrong repairs 
corrected and attached to the joint evidence card and forwarded to the 
master car builder’s office. 

Sub-Para. (VII) 620—A. R. A. DEFECT CARD 

This card is an inspection form, and is fully described in Section 9, 
but as it is used as the basis for rendering bills against car owners or 
delivering line, its use in this regard is referred to herein. 

When wrong repairs are corrected Form 661-A or 661-C will be made 
out, and bill rendered against the road responsible for the wrong repairs. 

Sub-Para. (VIJT) BILLS FOR REPAIRS TO PRIVATE 

OWNED CARS 

Repairs to such cars must be recorded on Form 661-A or 661-C and 
billing repair card, Form 617 or 617%, issued, same as in case of any 
other foreign car except that billing repair card is to be issued in 
triplicate, one copy to be filed with the Form 661-A and one copy to be 
attached to bill. 

The car foreman will prepare a statement showing the cost of repairs, 
using M. C. B. prices for material and actual number of hours at M. C. B. 
rate per hour, and add 25 per cent to the total of the bill to cover overhead 
expense. After statement has been prepared and one copy of the billing 
repair card attached thereto, it is to be turned over to the local agent for 
collection. 

The original repair card must in all cases be forwarded to the master 
car builder’s office at Milwaukee with notation “copy and bill delivered to 


341 


agent for collection.” When snch repair cards are received in the master 
car builder’s office, it will take up with the local agent to ascertain whether 
bill was actually collected. The car foreman when delivering the bill to 
the agent must advise him that bill should be collected before the car 
leaves the station, or if impossible to get bill ready in time to make the 
collection, the agent is to wire the next stopping point to arrange for 
collection and in no case must cars be delivered to another road before 
bill has been collected. 

Sub-Para. (IX) BILLS FOR THROUGH LINE 

SERVICE 

Where through line service is established, the expense will be handled 
per M. C. B. Rule 9 of the Passenger Car Rules, and per instructions 
issued by Master Car Builder covering such service. 

Sub-Para. (X) SYSTEM OF FILING VARIOUS FORMS 

When cars have been repaired and record has been completed and 
properly signed, it is to he delivered to the car foreman’s office. At large 
terminals where there are several yards, this record must be collected and 
taken to the car foreman’s office by some designated person. 

The cards are to be filed in cases containing one hundred spaces, each 
space to be numbered, the numbers to be from 00 to 99, inclusive, and 
the case to be constructed and numbered per blue print, available upon 
application. Cards will be filed in datal order in accordance with the 
last two figures of car numbers. For instance, car 26578 is to be filed 
in space No. 78. 

The record for repairs in train yards will be filed in separate cases, 
which will contain 12 compartments and will be constructed and lettered 
as per blue print. These records must be filed in date order in the 
compartment for each month. 

Cards in the 100 space cases or in the 12 compartment cases must 
be kept in date order, the last elate to be on top. Before cards covering 
repairs to foreign cars are filed, the repair cards, Form 617 and 617% 
will be written up and carbon copy filed with the record. 

At the small points where three or less men are employed, the record 
cards covering repairs to one car will be filed in the case containing 12 
spaces in same manner as record cards covering repairs in train yards 
and covering more than one car. 

Separate instructions will be issued to district general car foremen as 
to what points are to be supplied with standard 100 space cases and 12 
compartment cases, also what points will be supplied only with 12 com¬ 
partment cases. 

Forms 661-C, 617 and 617% are to be attached to the 661-A concerned, 
and filed as above described. 

Forms 617 are to be numbered at each repair point where issued 
commencing with No. 1 as the first of each year and numbered consecu- 


342 


lively throughout the year. When it requires more than one repair card 
to show repairs made to one car, the first card is to be numbered and a 
sub-number is to be shown indicating the number of cards issued for 
each car. 

In case of wheel changes which are shown on Form 617%, the latter 
form is to be counted as one of the cards for the car; for instance, if two 
repair cards, Form 617, and one wheel record repair card, Form 617%, 
are issued, all of the forms 617 and 617%, will be numbered and sub¬ 
number shown, for example, “572-3 cards/’ the number “572’'' indicating 
the number of the repair cards covering one car and the “3 cards” indicating 
the number of repair cards covering repairs made to such car. These 
numbers are to be written in the upper right hand corner in all cases. 
In this case each of the three repair cards would bear the reference 
“572-3 cards.” 

0 

Tlie object of numbering cards in this manner is to insure all repair 
cards for one car being kept together. It is possible when repair cards 
are sent to the master car builder’s office, for them to become detached 
and the billing office will know from the number reference on any of the 
cards if any of them are missing and can then locate them. 

Sub-Para. (XI) TRACK IAST 

A record must be kept of all cars received on repair tracks and this 
record will show the date the cars are received, the date repaired and the 
date pulled off repair track; also at points where there is more than one 
repair track, the record should show the repair track number for each car. 
This record is to be kept in book known as Form 302 and each page in 
the book is to be ruled and headed as shown below: 

Ini- Car Date Date Date Track Class of Check of 

tials No. Deceived Repaired Pulled No. Repairs Record 661-A 

This record is to be taken daily except at large points where same 
tracks are not pulled daily in which case it will only be necessary to take 
record of the ears when the tracks have been pulled, but record should 
be made complete for each day by referring to date record was last taken 
for cars on tracks not pulled so that the bad order reports, Form 55, can 
also be taken from this record. 

This book is to be kept on the desk of the clerk writing the repair 
cards, Form 617, and the clerk will make a check of all the cars repaired, 
and see that a record of repairs on Form 661-A is received for each car 
on repair track. So that the track list will show that it has been checked 
to see that a Form 661-A is received for each car on the repair track, the 
clerk will make a check mark opposite each car in the column headed 
“Check of Record 661-A," and will use a red or blue checking pencil for 
this purpose. If the track list shows that a car has been repaired and 

the clerk has not received a Form 661-A to cover such car, he will 

immediately take up with the foreman and see that such form is furnished 
whether car was repaired or not, and if not repaired, record must bear 


343 


notation as to why no repairs made. This is very important and must 
be followed closely by the clerk. 

Para. 3 ITEMS TO BE BILLED FOR 

Sub-Para. (I) GENERAL 

A. R. A. Code of Rules, revised from time to time, will be used as 
the basis for deciding what is to be billed for. Information set out below 

must be shown in connection with the various items concerned. 

. Sub-Para. (II) AIR HOSE 

See A. R. A. Rule 9: Second-hand air hose is not to be used in 
making repairs to foreign cars; however, if applied account new hose 
not being on hand, the record is to show that second-hand hose was applied. 
When applying air hose no special mention is to be made of gasket 

in same hose as the price covers hose complete. 

Sub-Para. (Ill) HOLTS, NUTS AND WASHERS 

The number and size of bolts and purpose for which used must be 
shown; for instance, in the case of draft timber bolts, show “one draft 
timber bolt ^"xlS". 

Nuts individually applied must be specified as to size and location, 
and in the case of oil box nuts, the box number must be shown as per 
A. R. A. Rule 14. (This is not to be construed as meaning nuts applied 
to bolts which are renewed.) 

When washers are applied, the number and size and location must 
be shown. 

Sub-Para, (IV) BRAKES 

Brake Beams Complete: See A. R. A. Rule 9 and in addition to 
information called for show if equipped with finger guards (if not so 
equipped no mention need be made), also show name of part defective 
on beam removed. Also show location per Rule 14; that is, show box 
number, same as for wheels and axles, brasses, etc. 

Brake Connecting Pins: When brake pins are applied show number 
of connecting pins renewed or removed and replaced in connection with lever 
for brake beam applied, also if other connecting pins are renewed show 
name of part of brake rigging, in which such pins are located, as per 
example shown below: 

Example 

Material 


End Repairs Made Size or 

Weight Kind Why Made 

R. & L. 2 1 new Ajax A. R. A. No. 2 Cresco A. R, A. 

brake beam (with finger No. 1 Brake 

guards) . Head Broken 

2 connection pins R. & R. in 

brake lever, same beam.... Account repairs 

1 connection pin l^'^S 1 /^" 

brake lever, same beam. ... 1 Missing 

1 connection pin I 1 /s"x3i4" 

opposite end of bottom rod 1 Worn out 

1 connection pin l%"x3%" 

opposite end of top rod. ... 1 Worn out 

5 connection spring cotters. . Missing 



344 


Brahe Rods, Levers and Ollier Connections: When showing these 
items indicate number of brake connecting pins removed and rejDlaced in 
addition to number of new pins applied. This information to insure 
proper labor charges being made. 

Brahe Beams Repairs: If same brake beam which is removed is 
repaired and replaced on same car it is necessary to show brake beam 
removed, repaired and replaced, giving make and type and number of 
beam indicating parts defective. This record should show notation “same 
beam R. R. & R. ,? 

Brahe Beam Hangers: See A. R. A. Rule 9, and in addition .show 
location per Rule 14, that is, give the box number same as you would for 
wheels, brasses, etc. Also bear in mind that second-hand brake shoes must 
not be used for repairs to foreign cars as no charge can be made, and if 
second-hand shoes are used account new material not being available, record 
must show second-hand shoe applied. 

Air Brakes Cleaned: Show cylinder and triple valve applied and 
cleaned per A. R. A. Rule 60. Show name of road and date of last 
previous cleaning, also make and type of triple valve removed. It should 
be understood that in the cleaning of air brakes the triple valve applied 
must have passed over the A. R. A. standard test rack and, therefore, the 
record must show that the air brake work was performed per Rule 60. 

In order to justify charge, the triple valve and cylinder must be cleaned 
at the same time, also retaining valve and dirt collector should be cleaned 
at the same time, for which additional charge will be made. 

When car is stencilled to show type of triple valve standard thereto, 
the stencilling must be followed in applying triple valve regardless of type 
of valve removed. In this case indicate on record card how car is stencilled. 
When car is not stencilled to show type of valve standard, then the same 
type of valve is to be applied as that removed. 

Sub-Para. (V) BRASSES 

See A. R. A. Rule 9. Pattern number must not be used, but, as 
provided for in Rule 9, the length of brass should be shown. Second-hand 
brasses are not to be used in repairing foreign cars; however, if account 
of new brasses not being available and it being necessary to apply second¬ 
hand brasses, the record should show same as second-hand. It should also 
be understood that brasses which have been relined will be considered as 
new material, and shown on record as new brass. 

Sub-Para. (VI) COUPLERS AND PARTS 

See A. R. A. Rule 9, for information required, and in addition it will 
be necessary to show the size of butt. 

Sub-Para. (VII) METAL PARTS REPAIRED 

On Anvil—Metal parts removed for straightening or welding on anvil, 
or threading, any or all, it is necessary to show weight of each item and 
R. R. & R. This per A. R. A. Rule 107, Item 421-A. 


Sub-Para. (VIII) PACKING LEATHERS 

In view of the use of second-hand and reclaimed packing leathers not 
being permitted on foreign cars, it is necessary to indicate when applying 
a packing leather, whether new or second-hand, or reclaimed material is 
used. New material must be used to justify a charge, also be sure to 
show whether 8 inch or 10 inch packing leather is applied. 

Care should be taken when cleaning air brakes to show on record card 
the following-items when renewed, as additional charge is permissible per 
Rule 111, Item No. 29: 

Packing Leathers; 

Cylinder Non-Pressure Heads; 

Cylinder Pistons; 

Triple Valve Bodies; 

Cylinder Bodies; 

Cylinder Pressure Heads. 

Sub-Para. (IX) PIPE WORK AND CONNECTIONS 

Pipe 12 inches or less in length is to be referred to as a nipple and it 
is necessary to show diameter and length of such nipple. The price for 
nipple includes cost of threading, therefore, no mention is to be made 
of threads cut on a nipple. 

Pipe longer than 12 inches is not to be referred to as a nipple but 
must be referred to as pipe and the diameter and length should be shown, 
and in addition show two threads cut for each such length of pipe. 

Sub-Para. (X) RENAILING ROOFING AND SIDING 

See A. R. A. Rule 107, Item 258. To insure proper labor charge being 
made it is necessary to show on the record card the number of stringer 
feet of siding or roofing renailed and to determine the number of stringer 
feet, it will be necessary to take into consideration the renailing of siding 
at the sill, belt rail and plate. For illustration, if siding is renailed at 
sill for a distance of two feet, at one belt rail for distance of one foot, 
and at plate for distance of two feet this work would be shown on record 
as follows: “B. R.—Siding renailed 5 stringer ft. account loose.” 

In the case of roofing renailed the method of determining the number 
of stringer feet would be followed, figuring the number of feet renailed 
at plate, ridge pole and purlines and showing the total number of stringer 
feet. 

In the case of siding or roofing renailed, be sure to show on record card, 
the number of pounds of nails used. 

Sub-Para. (XI) REAVEIGHING AND REMARKING 

OARS 

See A. R. A. Rule 30, and make record on Form 661-A of all foreign 
cars reweighed and remarked, or add this information on Form 661-A, 
covering repairs made to same car. Show old and new weight, and date 
car was previously reweighed, or if no old date, so indicate. 


/ 


346 

Sub-Para. (XII) RODS 

Tie Bods. When necessary to apply rods to open top cars which have 
the sides spread or bulged beyond clearance limits, record must indicate 
that tie rods were applied, giving dimensions of same and reason for 
applying. 

Truss Bods. When tightening body truss rods, the term “trussed car” 
must not be used. The record must show the number of body truss rods 
tightened. It is also necessary to specify whether or not jack is used 
when tightening rods, indicating by showing on record card, “car jacked” 
or “car not jacked.” 

The record should also show if turnbuckle and one or two nuts or one 
connection pin or bolt were Ik & Ik account repairs to one section or rods 
.complete. 

Sub-Para. (XIII) ROOFING 

When renewing roof boards no reference is to be made as to single or 
double roof, merely show the number of roof boards, and the dimensions 
of same. The billing clerk when making up the repair card will calculate 
the lineal feet of roofing to arrive at the proper labor charge. 

Sub-Para. (XIV) RUNNING BOARDS 

Permanent. When necessary to secure old running boards account 
loose, the record will show the number of screws applied. It is not necessary 
to show the lineal feet of running board in this case. When running hoards 
are renewed the record must show whether longitudinal or latitudinal, and 
if latitudinal, record must show if same are fastened with bolts or screws. 

.Sub-Para. (XV) SPRING COTTERS OR SPRIT KEYS 

It should be understood that spring cotters or split keys must be shown 
on record card whether applied separately on in connection with other 
repairs. 

Sub-Para. (XVI) SUBSTITUTION OF MATERIAL. 

See A. Ik A. Ruie 17. Malleable iron, wrought iron, or cast steel 
A. Ik A.‘standard material may be substituted for each other or for gray 
iron A. Ik A. standard. Gray iron A. Ik A. standard material should 
not be substituted for malleable iron, wrought iron or cast steel A. R. A. 
standard, hut if necessary to make such substitution account not having 
proper material, the record should show kind and weight of material 
applied and kind and weight of material removed. 

Sub-Para. (XVII) TRUCK SPRINGS 

Location to be shown for all truck springs applied as follows: 

Truck springs applied at left side, “B” end, should be shown “B. L.,” 
and if at right side, “A” end, should he shown “A. R,” 

When renewing or replacing truck springs it is necessary to show the 
number of springs applied or replaced on each end, showing the location 
as indicated above. 


347 


The weights for truck springs must be charged 
the following table: 


in accordance with 


Class 

Capacity 

Style 

Truck 

Truck 

A 

60,000 lbs. 

AB 

B 

70,000 lbs. 

AB 

C 

80,000 lbs. 


D 

100,000 lbs. 

AB 

E 

60,000 lbs. 

Ped 

F 

80,000 lbs. 

Ped 

G 

100,000 lbs. 

Ped 

H 

140,000 lbs. 

J Side ( 
( Frame j 


No. of 

Size 

Size 

Coils 

■Outside 

Inside 

4 double 

5 % x6 % " 

3 *4 x6 */ 2 

4 single 

5 i 7 sx8 14 " 


2 single ) 

2 double j 

5&X81/4" 

278X8*4' 

4 double 

5&x8%" 

2 78X8*4 

1 double 

7 x7*/ 8 " 

4*/ 8 x6i| 

1 double 

8 x7%" 

4 % x 7 % 

1 double 

8 x 7 % " 

4% x 7*/ 2 

5 double 

5 T 7 6x8y 4 " 

2 % x8 */4 


Weight 

Outside 

14 lbs. 12 oz. 
22 lbs. 5 oz. 

Weight 

Inside 

5 lbs. 6 oz. 

23 lbs. 0 oz. 

6 lbs. 7 oz. 

23 lbs. 0 oz. 
28 lbs. 8 oz. 
38 lbs. 6 oz. 
40 lbs. 5 oz. 

6 lbs. 7 oz. 
10 lbs. 8 oz. 
14 lbs. 6 oz. 
14 lbs. 8 oz. 

23 lbs. 0 oz. 

6 lbs. 7 oz. 

record must 

show “car 


If it is necessary to jack car to renew spring, 
jacked.” 


Sub-Para. (XVIII) WELDING 

For oxy-acetylene and electric welding actual number of hours for 
welders and actual number of hours for helpers. Material used will be 
shown as one item, no details being necessary, as for instance “welding 
material $1.50." In order to arrive at this, the average figure of 75 cents 
per hour will be used—in other words, where a welder and helper worked 
one hour on a job repair card would show “welding material $1.50.” These 
material charges include gas, oxygen and welding material. 

If parts are removed from car for welding, record must show parts 
R. R. & R., and any other operations necessary. 


Sub-Para. (XIX) WHEELS AND AXLES 

Show number of pairs of wheels and axles applied, also whether new 
or second-hand, and show defects in “why made" column, also show location 
as per A. R. A. Rule 14 and type of truck; all other information to be 
shown on Form 661-C, as per instructions covering use of that form. 


Para, 4 ITEMS NOT TO BE BILLED FOR 

Sub-Para. (I) JOURNAL BOXES REPACKED 

There is no charge for journal boxes repacked, but the information 
must be shown on original record of repairs nevertheless, and will state 
number of boxes repacked. A. R, A. Rules 9 and 66 govern, and in cases 
of new cars not stencilled to show when repacked, date car built will 
govern. 

Sub-Para. (II) MATERIAL NOT TO RE APPLIED 

TO CARS 

The following material cannot be billed for and is not to be applied to 
cars :— 

Malleable iron couplers. 

Open knuckles. 

Malleable or steel back journal bearings. 

Plain cast iron brake shoes (not having reinforced back). 
Second-hand air hose, brake shoes and journal bearings. 




348 


Sub-Para. (Ill) TEMPORARY REPAIRS 

The following repairs are considered temporary repairs for which no 
bill can be rendered whether due to owner’s defects or not and should not 
be confused with wrong repairs: 

1. Wood instead of Metal Queen Posts. 

2. Wood instead of Metal Side Bearings. 

3. Wood instead of Metal Body Bolster Truss Bod Saddles. 

4. Wood instead of Metal Oil Box Lids. 

5. Wood Block instead of Complete Friction Draft Gear. 

6. Pocket Bolts in place of Pocket Bivets. It should, however, be 
understood that repairs are chargeable if bolts are applied in 
place of bolts. 

7. When old timbers are applied above floor account broken sills 
in order to make cars safe to haul to repair point or send home. 

Sub-Para. (IV) WRONG REPAIRS 

If not owners defects, bill cannot be rendered for wrong repairs. In 
substituting material other than standard to the car, such as wooden draft 
timbers in place of metal draft arms, or single spring or tandem spring 
draft gear, the record must show work done and in column “why made” 
the parts removed credit to be allowed must be shown. 

It must be understood however that repairs of this kind are chargeable 
to owners if due to owner’s defects. 

Sub-Para. (V) MARKING CARD FOR REPAIRS NOT 

BILLABLE 

For repairs not billable, the record in addition to showing why repairs 
were made, should show “No Bill” for such items only and the “No Bill” 
items shown separate from other billable items. 


349 


SECTION XI 

REQUISITIONING FOR MATERIAL 

Para. 1 GENERAL PURPOSE 

A requisition is an order for material. There are several different 
forms for ordering material, the use of the proper form depending upon 
the kind of material ordered and whether it is for stock, A. F. E. work, 
or for immediate use. Some requisitions, such as Form 1962, Stock 
Transfer Requisition, and Form 130, A. F. E. Requisition, are used only 
to obtain material; others, such as Form 189, Hand to Bearer Order, 
Form 61, Stationery Requisition, and Form 1727, are used not only to 
obtain material but also to charge it out on. 

Requisitions should be carefully made and describe correctly the ma¬ 
terial that is w r anted. Nick names and shop names of articles should not 
be used. Where articles have piece or pattern numbers or blue print or 
catalogue reference, such information should be shown on the requisition, 
so as to enable the store department to furnish the material desired without 
any question. All the information called for on the requisition blanks 
should be furnished. Requisitions should be signed personally by the 
foreman ordering the material and be forwarded to his superior officer for 
approval or direct to the storekeeper as may be covered by instructions. 

Para. 2 REQUISITIONS FOR ORDINARY MATERIAL 

Store department divides its material into four general classifications, 
as follows: 

(a) Material for maintenance of ways and structures. 

(b) Material for maintenance of equipment. 

(c) Material for conducting transportation. 

(d) Material common to all departments. 

The items maintained under these various classifications are as follows: 
(a) Maintenance of Way and Structures. 

Class No. 

1—A Frogs, switches, and crossings, and parts of same. 

1—B Track fastenings, track bolts, spikes, etc. 

1— C Track tools—all kinds, including hand and push cars, gasoline 

motor cars, velocipedes, and parts of same, and, miscellaneous 
track material. 

2— A Interlocking and signal material. 


350 


2—B Telegraph and telephone material. 

3 Building and paving brick, cement, lime, stone, cast iron water 
and culvert pipe, rooting tile and slate, prepared roofing, all 
kinds, for buildings, sewer and drain tile, etc. 

4 Lumber, bridge and building, including piling, bridge timber, 
bridge ties, fence posts, shingles, and manufactured lumber for 
bridges and buildings. 

5—A Switch ties, treated or untreated. 

5—B Cross ties, treated or untreated. 

6 Iron bridges, turntables, and structural steel, all kinds. 

7 Ballast, all kinds, including riprap. 

8 Rail, all kinds, except scrap. 

9—A Fuel and water station material, and scales, and parts. 

9—B Elevators, and coal and ore handling and conveying machinery. 

9—C Steam derricks, steam shovels, steam ditchers, pile drivers and 

other such portable equipment used in roadway work and special 
material for same. 

10 Chemicals for timber treatment. 

(b) Maintenance of Equipment. 

11 Bolts, nuts, washers, rivets, lag screws, pins and studs. 

12 Springs, helical and elliptical, all kinds, for locomotives and cars. 

13 Flues for locomotive and stationary boilers, arch tubes, dry pipes, 
all kinds. 

14 Brass, copper, and steel tubing, copper ferrules, and soft metals, 
such as copper, babbitt, tin, lead, and zinc. 

15 Bar iron and steel, spring steel, tool steel, shaped steel, sheet 
steel under No. 13 gauge, sheet copper, tin and brass, chain, all 
kinds, except light coil, wire netting. 

16 Boiler, fire-box, tank and sheet steel, No. 13 gauge and heavier, 
all kinds. 

17 Heavy forgings for locomotives, such as crank pins, piston rods, 
quadrants and levers, motion links, valve yokes, etc. 

18 Car forgings, iron and steel for passenger and freight cars, 
including metal brake beams and metal bolsters. 

19 Locomotive castings, including gray iron, malleable, and steel, 
rough and finished, also cylinders, rough and finished. 

20 Car castings, including gray iron, malleable, and steel, all kinds, 
also couplers and knuckles, and parts for metal car roofs. 

21 Rough and finished brass castings and journal bearings. 

22 Air brake material, all kinds, for locomotives, passenger and 
freight cars, except hose, but including air pump and parts. 

23 Mechanical appliances for locomotives, such as injectors, lubrica¬ 
tors, hell ringers, sanders, pop valves, air and steam gauges, 
whistles, boiler checks and parts, water gauge and lubricator 
glasses, and speed recorders. 

24 Passenger car trimmings, all kinds, including oil and gas lamps 
and fixtures, steam heat fixtures and fittings, except steam hose, 
mail car, coach and chair car seat fixtures, including upholstering 
material of all kinds, such as carpet, linoleum, rubber tiling and 


351 


25 

26 

27 

28 

29 

30 

31 

32 

33 

34 

35 


36 


37 


38 

39 

40 

41—A 
41—B 

(d; 

42 

43 

44 

45 


46 


47 


48 

49 


50 


matting for cars and buildings. 

Electric material for steam and electric locomotives. 

Electric material for steam and traction line cars. 

Shop fuel, smithing coal, coke, fuel oil for furnaces, gasoline, 
charcoal, etc. 

Foundry supplies, fire brick, fire clay, etc. 

Wheels, tires, and axles for locomotives and cars, including driving 
wheel centers, cast iron, steel tired and rolled steel wheels. 
Lumber, locomotive and car, rough and finished, including manu¬ 
factured articles. 

Machinery and machine tools, including all power-driven shop 

machinery. 

*/ 

Locomotive boilers, fire boxes, locomotive tenders and frames. 
Trucks for equipment, locomotives, and cars. 

Material in process of manufacture. 

Floating equipment material, all special material peculiar to 
floating equipment. 

Conducting Transportation. 

Locomotive, train and station supplies, including tinware, all 
kinds; lanterns, train, switch, and other signal lamps and parts; 
locomotive and caboose tool equipment, such as jacks, shovels, 
wrecking frogs, train chains, etc.; baggage and warehouse trucks, 
caboose and station stoves and parts, ticket cases, tool handles, 
and all kinds of woodenware. 

Oil house material, all kinds, including lubricating oils and grease, 
illuminating oils, boiler compound, all kinds, and waste, all kinds. 
Ice, sawdust, hay, and straw for ice houses. 

Fuel, locomotive, including coal and wood and fuel oil for loco¬ 
motive use only. 

Fuel for stations and cars; includes coal, coke, and wood. 
Dining car, restaurant and boarding car supplies. 

News service supplies. 

General—Common to All Departments. 

Pipe, iron and steel, except boiler flues. 

Pipe fittings, all kinds, for steam, air, and water; valves and 
cocks for same. 

Electric lighting material and supplies for buildings and grounds. 
Hardware, all kinds, including nails, jacks, small hand tools, 
emery wheels, wire, and wire cloth. 

Rubber and leather goods, including air, steam, and water hose, 
packing, all kinds, including metallic packing, asbestos, rope, 
belting, pipe covering, and boiler lagging. 

Glass, drugs, chemicals and painter’s supplies, such as brushes, 
scrapers, sand and emery paper and cloth, also paints, oils, and 
varnishes, all kinds for equipment and buildings. 

Stationery and printing. 

Power plant equipment, including steam and electric power plants 
and generating stations, motors, and other electrical equipment 
for operating shop machinery. 

Scrap, all kinds, including scrap rail. 


352 


All ordinary stock is maintained at designated points, and it is not 
necessary for foremen to make requisitions to replenish such stock, excepting 
at the minor repair points where there is no storekeeper. At such points, 
the foreman or inspector will make requisitions, using Form 1962, Stock 
Transfer Requisition, to obtain the required material. All information 
called for on the form should be shown on the requisition. Material carried 
in stock is divided into classes according to its use, and storekeepers who 
make requisitions on Form 1962 will confer with their division store¬ 
keepers and arrange to make their requisitions by classes on the dates 
desired by the storekeeper. 

Whenever special material not usually carried in stock is required, 
Form 1727 should be used to order it. A requisition to cover special 
material wanted is necessary even at a point where there is a storekeeper, 
and it must not only be on this form, but it must be explained why it is 
needed, as the storekeeper has no authority to order material which is not 
regularly used in his territory. 

When work of a special nature, such as schedule work is authorized, 
the foremen will order on Form 1727, thirty days in advance of the date 
on which he will begin work, the quantity of material that he requires 
specially to do this work for the next succeeding month, and each month 
thereafter will order what he requires for the second following month 
until the work has been completed. 

[It should be understood that all material used in the repairs of freight 
cars, both system and foreign, is charged out through reports made by 
drawing off from the 661-A forms the various items of material used. 
It is, therefore, of the utmost importance that form 661-A show all material 
that was used. See Para. 2, Sub-Para, (ii) of Section X. 

All material used for other purposes, such as repairs to buildings, 
machinery, etc., is charged out at the time that it is used, and it is necessary 
that either a form 189 or form 1727 be furnished at the time showing 
purpose for which it was used, so that proper charges can be made.] 

Para. 3 REQUISITIONS FOR A. F. E. MATERIAL 

Requisitions for A. F. E. Material which has to be purchased should 
be made in accordance with instructions issued by the general storekeeper. 
Special requisitions on Form 130 are required for A. F. E. material and 
can be made only in the master car builder’s office. When necessary to 
order material for rolling stock or shop equipment covered by an A. F. E., 
a statement of the material required must be furnished to the Master Car 
Builder, who will arrange for the necessary A. F. E. requisition. This 
will be made in duplicate, both copies of which will be sent to the general 
storekeeper. 

A. F. E. material which has not to be purchased complete, but is 
fabricated in our own shops, such as side and end sheathing straps, end 
belt rail bands, end plate bands, heavier corner bands, roof braces, etc., 


353 


will be ordered by the foreman through the local storekeper in the ordinary 
way. 

Should emergency arise, making it necessary to order a small amount 
of material for A. F. E. work in addition to that already on A. F. E. 
requisition, and work will be seriously delayed if A. F. E. requisition is 
made according to instructions, it will be proper to order such small 
additional material on the local storekeeper, using form 1727 to obtain it. 

Para. 4 REQUISITIONS FOR STATIONERY 

All stationery should be ordered on Form 61. Requisitions should be 
made on the first of each month, and should cover all stationery that will 
be used during the next 30 days. Only one requisition should be made 
for each station in any one month. Items due on previous requisitions 
should not be reordered unless the quantities due are not sufficient to take 
care of the next thirty day’s requirements. All requisitions for stationery 
on Lines East shall be sent to the master car builder’s office at Milwaukee 
shops for approval. On lines West, they shall be sent to the assistant 
master car builder at Tacoma for approval, who in turn will forward them 
to the Miles City Store to be filled. 

Para. 5 CREDITS FOR MATERIAL RETURNED 

TO STORE DEPARTMENT 

Material which has been charged out shall, when again returned to the 
store department, either as usable material or as scrap, be credited to the 
account to which it was originally charged, and be charged to the store 
department. Form 1728 shall be used for this purpose. Material returned 
to the store department shall' be listed on this form, showing quantities 
returned and whether usable or scrap. Material removed account changes 
■in standards, for which there will be no further use shall be listed as 
scrap. Form 1728 credits will be checked by the store department and if 
found correct will be approved and handled for necessary accounting. All 
credit requisitions shall be made at the time that material is turned over 
to the store department. 

Credits for material recovered in connection with repairs of freight 
cars will be shown on form 661-A,, from which recapitulation shall be 
made on form 1728 at the close of. each month or shorter periods where 
necessary. 

Para. 6 MATERIAL SHORTAGE REPORTS 

(FORM 675) 

Whenever stations are actually holding cars for want of suitable material, 
no failure must obtain in the filling out and sending in of material shortage 
report, Form 675, copy going to the proper parties. These shortages, in all 
cases, must cover equipment being held for material for which requisition 
has already been placed. It is understood that the report must be sent 
in daily, except on such days when cars are not held, even though the 
situation is the same as on the previous day. 


354 


SECTION XII 

STANDARD PRACTICES RECORDS 

Para. 1 RECORD OF CARS WEIGHED 

Sub-Para. (I) FREIGHT TRAIN CARS 

It is necessary to reweigh freight equipment periodically, as laid down 
in Sub-Para, (iii), Para. 4 of Section 2. Whenever cars are so reweighed 
report must be made direct to the M. C. P>. office on Form 749 (one copy 
only). These reports will be numbered consecutively, commencing at 
1 for the first report each month. If cars are weighed on the last day 
of the month, and a report made out in consequence, in addition to being 
numbered it will be marked "Final.” By this means a check can be 
maintained to insure that all reports have been received. When no 
weighing is done on the last working day of the month, a blank report 
will be made out, duly numbered, marked “Final” and forwarded to 
M. C. B. office in the usual way. 

Sub-Para. (II) PASSENGER TRAIN CARS 

Most of our passenger cars are shopped at Milwaukee, but many cars 
do not reach there for long periods, on account of requiring only light 
repairs which are taken care of at nearest shop point. As a result our 
records of - weights of passenger equipment are not of recent enough date 
to use the figures for working up mechanical data. Whenever passenger 
cars reach shops for light repairs and repainting, they will be reweighed 
and reported on 749 report in the ordinary way. In weighing passenger 
cars the weight must be determined at both A and B end, and reported 
separately. To obtain weight correctly the trucks must be centered properly 
on the scales, and car must be free from other cars or from engine. The 
car should be weighed after, not before shopping. 

Para. 2 REPORT OF LOADS TRANSFERRED 

It is our practice to repair cars under load whenever practicable, as it 
has been found that by so doing freight claims are greatly reduced. Occa¬ 
sionally, however, loads must be transferred, and record must be kept of 
■such transfers, and report made weekly direct to the superintendent of 
transportation, Chicago, on Form CD 21. Duplicate copy is to be sent to 
the M. C. B. office. (Read in conjunction with Sub-Para, (ii), Para. 4 of 
Section 2.) 

Para. 3 SAVINGS REPORT 

On a system so large as our own the opportunities for effecting savings 
are very great. It is our policy to have every point at which car men are 
employed keep this fact prominently before them and at the end of each 
month report through the correct channels to the district general car 
foreman any savings which have been effected by the installation of new 


355 


devices, new methods of handling material, reclamation of material, pay¬ 
roll savings, etc. 

A great deal has been accomplished in our department in making 
savings along the lines indicated, but we have not been so successful in 
getting the facts in connection with such savings properly reported. The 
object of such reports, which are finally consolidated into one report for 
the whole department, is not to make a proper showing, but to have devices 
and methods inaugurated at other points, which can be arranged if 
reported, but failure to do so results in a loss of what should be something 
to the advantage of both the department and the railroad. 

Reports should be made and sent in as quickly after the close of the 
month as possible. 


\ 


356 


SECTION XIII 

RECORDS AND 
REPORTS ON FACILITIES 

Para. 1 PERFORMANCES OF MACHINES 

From time to time a record should be made of the performance of 
each machine in operation at a repair point. The information should be 
kept locally, in such form that it will be readily available, as it is likely 
to prove of great value when considering enlarging a point, alterations, 
or additions. In any case every foreman should know the capacity of 
each machine he has under his jurisdiction, and should be in a position 
to jndge whether its output is such that the machine is being operated 
advantageously. 


Para. 2 ADDITIONAL TOOLS AND EQUIPMENT 

REQUIRED 

There should be on hand at every repair point a record—preferably 
in book form—of what additional tools are wanted to permit of output and 
economic operation. This does not mean merely stating a certain number 
of additional jacks, or some other item, but should have notes of the size 
and make, where and how to be used, and what advantages would be derived 
from their being provided, so that the matter may be discussed usefully 
on the spot when opportunity arises. With so large a system to take care 
of it is quite necessary that local foremen make their own case for the 
supply of small tools and minor machinery, and there is no better way 
of doing it than along the lines mentioned of having necessary notes 
ready for quick reference, in a book set aside for that special purpose. 

Para. 3 CHANGES AND ALTERATIONS OF 

FACILITIES 

When any facilities are to be renewed or repaired, it should be borne 
in mind that we are endeavoring to standardize as much as possible, and 
in many cases standard designs are available. If in doubt the Master Car 
Builder should be communicated with through the correct channels, and 
blue prints or other necessary information will be supplied where available. 



SECTION XIV 

TRAIN OPERATIONS 


Para. 1 NOTATION OF OVERLOADING AND 

WRONG LOADING 

Unless record and report is made of overloading and wrong loading, 
the situation is unlikely to be corrected. It is not enough to observe that 
a car is wrongly loaded, and send it to the repair track and have it righted. 
The matter must be followed up so that the initial loading point may have 
its attention drawn to the fact that the company was put to the expense 
of correcting their error, and in this way a reduction of the number of 
wrongly loaded cars can be obtained. 

Such notation of wrong loading also serves the purpose of showing 
that inspectors are observant. 

Para. 2 RECORD OF CARS USED FOR INFERIOR 

LOADING 

One of the worst abuses we have to contend with is cars being used to 
haul loads which might have been placed in poorer class cars. For instance 
first class box cars particularly are used for conveyance of not only loads 
which could be hauled in second-class cars, but of loads which spoil the 
cars for use as flour or grain cars, account contamination, etc. A check 
against this condition often results in resentment being aroused, but in 
the interests of the railroad it must be pursued, as otherwise we will be 
unable to provide cars to handle grain during the grain loading season. 
In all cases a record should be kept of all cars observed being wrongly 
used as described, and upon request these figures can be obtained and 
consolidated, showing the extent of the wrong use of cars for the system 
as observed over a given period. 

Para. 3 WEAK EQUIPMENT IN HEAD-END 

SERVICE 

Despite our efforts to have weak cars switched to the rear of trains, 
the practice of allowing such cars to proceed in the middle or head end 
of long heavy trains will continue, unless pursued relentlessly. Section 6, 
Para. 9, quotes operating rule governing the handling of the class of 
equipment referred to, and all points should make a practice of noting 
abuse of this rule, so that from time to time compaigns can be conducted 
against it. The information can be kept in the same book as referred to 
in previous paragraph. 

Making a record of it does not mean the matter is to be allowed to 
rest there. In all cases the attention of the operating department should 
be drawn to the matter, and in the case of passenger cars, action taken 
as laid down in Sub-Para, (xii), Para. 14 of Section 1, and notation 

made on 975 report. 


358 


Para. 4 ROUGH HANDLING OF CARS 

Newly built empty cars of the very strongest construction can be made 
bad order merely by switching. It is not possible to construct cars to 
withstand the greater shocks that can be developed in switching. Cars 
must, therefore, be intelligently handled, and in this connection it is 
the foremen and inspectors of the car department that are to be the 
watch dogs to observe that cars are not handled unduly roughly, as in 
many cases it has been found switchmen have only a very vague idea 
of what constitutes rough handling, and are unable to estimate the strains 
and shocks imposed by a car at four or five miles an hour hitting a string 
of loads. 

Reports are to be made once a month of all cases of rough handling 
observed, and where damage results a photograph showing such damage 
should accompany the report. Reports will be sent through the correct 
channels to district headquarters, and district general car foremen will 
send consolidated report to M. C. B. 

Copies of reports will in all cases be forwarded to the local official of 
the operating department. 

Para. 5 TOOLS MISSING FROM CABOOSES, 

COMBINATION CARS, ETC. 

Sleepers and coaches are to be inspected at regular periods, and any 
tools, etc., found short of their regulation equipment, will be replaced. 
In the case of cabooses and combination cars—especially those that operate 
from outlying points—however, it is found they are often in a very 
incomplete state. Apart from items missing, tools are often put out on 
the floor, and the lockers provided used to put clothes, etc., in. Cars 
operate in this condition until something occurs where the tools, brasses, 
hose, chains, or some other item is required, and then there is a complaint 
made. Foremen will, where combination car, or caboose in pool service, 
is found in the condition complained of, fix the car up standard, and 
report the matter to the local official of the operating department, one 
copy being sent to the district general car foreman and one copy to the 
Master Car Builder direct. The condition of the car or caboose should 
then be noted upon its return, and where found in other than proper order 
a complaint made to the operating department, as described, with copies to 
district general car foreman and Master Car Builder. It will then be the 
duty of the district general car foreman to follow the matter up, and 
unless satisfaction is obtained and a stop put to the practice complained 
of, the matter should be reported to the Master Car Builder, quoting cor¬ 
respondence previously referred to. 



359 


WRECKING REPORTS 

Para. 1 CD 26 REPORT 

This form lias been specially drawn up so as to simplify reporting 
necessary information in connection with wrecks and accidents. Instruc¬ 
tions printed on the forms read—“This report to be made by derrick- 
foreman promptly. One copy to be sent to division or terminal super¬ 
intendent, one copy to assistant master car builder or district general 
oar foreman, one copy to Master Car Builder, Milwaukee shops, one copy 
to round house foreman, who will complete information for his depart¬ 
ment and forward at once to division master mechanic/’ 

Information is to be carefully and accurately given, otherwise corres¬ 
pondence will result. If space for remarks is insufficient a sheet of plain 
paper should be attached to report to carry additional information. 

Para. 2 SPECIAL REPORTS 

It will often be necessary to supply special reports in connection with 
wrecks, but these will always be additional to CD-26. No rule can be 
laid down, but wrecking foremen should note very carefully the instruc¬ 
tions laid down in Section 7 covering wrecking, and should keep in their 
log book a note of every occurrence en route to, at, or in connection with a 
wreck or accident, as the information may be very important should special 
reports be called for. 


WIRED REPORTS 

Para. 3 

As soon as inspection of a wreck has been made, the wrecking foreman 
will wire direct to the Master Car Builder and general car foreman (also 
assistant master car builder on Lines Mest) stating extent of wieck, 
giving numbers and initials of either system or foreign cars damaged 
and estimated cost of repairs, cause of derailment, estimated time it will 
take to clear wreck, and any other information likely to be of use or 
interest. Cars damaged beyond repair must be specially mentioned 
with request for disposition. (See also Section IX, para. 9, sub-para, 
(i).) In any cases where cars or equipment have been tipped over, burned 
or destroyed by operating officials prior to arrival of wrecker, details will 
be included briefly in wire. 


360 


OTHER REPORTS AND 
ADMINISTRATION 

Para. 1 MAN HOURS WORKED, COST, AND 

DISTRIBUTION OF COST 

Sub-Para. (I) CHECKING TIME WORKED 

At each point on the system where car forces are employed, a system 
of checking men in and out at the starting time and at the end of the 
day’s work, must be inaugurated and kept up. At the majority of points 
numbered boards are provided on which small brass checks are hung 
marked with numbers corresponding to those on the board. As each man 
is hired he is given a number and when he reports for work he will be 
handed the brass check bearing this number, which he will retain until 
the end of the day. 

The name of each individual man should be marked on the board 
below his number and missing checks should be replaced without delay. 
Men who do. not check in, such as inspectors who go direct to the ya/rds 
or men sent to outside points, are to have a small cardboard disk placed 
on top of their brass checks on the board with a notation made upon it 
explaining why his check remains on the board. Where more than one 
shift is employed it is a good plan to divide the board or boards up by 
placing at the bach of the brass check colored circular disks which will 
indicate the shift the man is working on. For instance, if three shifts 
were employed, those on the first shift would be indicated by a white disk 
hung at the back of the brass check; those on the second shift by a blue 
disk; and those on the third shift by a red disk. 

When the men report for work they will be handed their checks, 
preferably by the foreman for whom they are working, and when the 
whistle blows the board should be locked after making a record in a special 
book (which should be kept for that purpose) of any men that are absent. 
Unless a late slip is turned in no time is to be allowed for such absent 
employes for that day. If an employee should report for work between 
8:00 and 8:15 A. M. he will be required to wait until 8:15 before starting 
work, or if he reports for work between 8:15 and 8:30 he will be required 
to wait until 8:30 A. M. At points where only one shift is employed 
men will check out at lunch time and in again before starting work. 
In such cases a record of absent men will also be taken at lunch time. 
When the men check out at the end of the day they must be required to 
deposit their time slips at the same time that they hand in their brass 
checks, and in this connection much initiative can be displayed in the 
arrangement of checking boards and by the method of checking out 
whereby each man can drop his brass check through a slot into a box and 
at the same time deposit his time slip through a slot into a box placed 
immediately alongside of the former. Wherever possible Checking boards 
should be placed inside the foreman's office or in a specially designated 


361 


building. Some excellent arrangements have been made at local points 
whereby 'foreman can pull back a sliding window in his office and hand 
the checks out to the men who pass by under an extended roof which 
protects them from the weather. When the men check out again they 
deposit their checks and time slips into boxes through slots provided in 
the ledge of the same window. The slot through which the brass checks 
are deposited is made so that only one check can be passed through it at 
a time. 

At some of the shop points other satisfactory arrangements have been 
made whereby the men check in and obtain their checks and then when 
they report to their own particular foreman or gang leader they hang 
their checks up on designated hooks in such a way that the foreman or 
gang leader is able to tell at once whether any men are absent. This is 
a very good system where men are split into small groups working in 
shops, as it overcomes the difficulty of losing checks and answers the 
double purpose of telling the men they are to report to, just who is present 
and who is not. At some points a time clock system is in use and this 
requires no explanation other than to say that it is quite necessary that 
the clocks be placed in such a position that supervision can be kept over 
them. As long as abuses of the system are tolerated, such as one man 
checking in or out for another, the reason for which the clocks are provided 
is defeated, and as these clocks cost a considerable amount of money it is 
considered nothing less than the duty of the local foreman to see that 
they are properly and intelligently used. When men are sent out on the 
road or to transportation yards direct no one but the foreman personally 
should be permitted to punch the men’s cards, and in addition to passing 
them through the clock the foreman should mark the cards in such a way 
that he can personally vouch for having allowed the men the time without 
them punching their own cards in the ordinary way. 

Sub-Para (II) LABOR COST 

At the end of the day each man will be required to fill out a time slip 
and from these slips duly countersigned by the foreman, the timekeeper 
will enter each individual employes record of time worked on Form 310, 
which will be sent into the various branches of the accounting department 
as designated by local instructions. Timekeepers should see that they 
have a time slip (Form 106) or an absent slip (Form 683) for every day 
for every employee shown on their time books so that at pay periods there 
will be no dispute as to the amounts drawn. 

Sub-Para. (HI) DISTRIBUTION OF LABOR 

It is very necessary that we supply the information required in order 
that proper distribution may be made of all labor costs. So that there 
may be no misunderstanding of either the necessity for this nor of the 
method of making the distribution the following explanation is given, 
being an extract from a paper read and discussed at our 1920 staff meeting: 

“The development of the U. S. A. and consequent railroad expansion, 
carried with it competition so keen as to always be a safeguard to the 
public in the matter of railroad service. With the end of broad general 


362 


expansion came a desire for public ownership or control, and the outbreak 
of the late war lent weight to this wish. After a period of Federal control 
roads have reverted to private ownership, but freight and passenger rates 
are fixed by the Interstate Commerce Commission, representing the U. S. 
Government. 


These rates are arrived at after studying costs of maintenance and 
operation from figures supplied hy the various railroads. In order that 
the Interstate Commerce Commission may know just what these figures 
represent, a system of bookkeeping has been drawn up for universal use 
by the railroads. 

As freight and passenger rates are based on figures supplied by us, it 
will be seen how important it is that these figures be correct—on them 
our earning capacity is increased or decreased. To an extent it means 
the roads very life blood. 

While the total amount of money earned and spent can be compara¬ 
tively easily arrived at, the same cannot be said of obtaining the respective 
costs of individual operations, or phases of operations. For the most 
part the company has to rely entirely upon what is on the individual time 
slip, and this commencing point of railroad expenditure is the responsi¬ 
bility of foremen and assistant foremen. It need not be emphasized, 
therefore, of what great importance it is that foremen and assistant 
foremen should have a clear grasp of what is required of them in com 
nection with accounting for expenditures, as all the human energy and 
driving force it is possible to muster and direct to the building up and 
perfecting of our equipment—would be more or less thrown away unless 
our figures were so kept that the road be granted rates to enable it to earn 
sufficient money to justify its existence. 


The system of bookkeeping is divided into two parts—the first con¬ 
sisting of those accounts which earn money for the company—called 
revenue accounts—and those which spend money—called non-revenue or 
expense accounts. The first side of the system is divided into four main 


accounts and the non-revenue side 

lie venue Accounts 

1. Transportation (Rail Line). 

2. Transportation (Water Line). 

3. Incidental. 

4. Joint Facility. 


into eight. The accounts are: 

Expense Accounts 

1. Maintenance of Way and Struc¬ 

tures. 

2. Maintenance of Equipment. 

3. Traffic. 

4. Transportation (Rail Line). 

5. Transportation (Water Line). 

6. Miscellaneous Operations. 

7. General. 

8. Transportation for Investment. 


In the car department we are concerned only with the expense accounts 
side of the bookkeeping system, and then with (practically) only two of 
the eight accounts; they are Maintenance of Equipment and Transportation . 
These two accounts like all other main accounts, are divided into a 





363 


number of sub-accounts, and it is very important that our expenditures 
be charged not merely to the right account, but to the correct sub- account. 
The sub-accounts are: 


Maintenance of Equipment 

301 Superintendence 

302 Shop Machinery 

103 Shop Machinery—Depreciation 

304 Power Plant Machinery 

305 Power Plant Machinery De¬ 

preciation 

306 Power Substation Apparatus 

307 Power Substation Apparatus 

Depreciation 

308 Steam Locomotives—Repairs 

309 Steam Locomotives—Deprecia¬ 

tion 

310 Steam Locomotives—Retire¬ 

ments 

311 Other Locomotive Repairs 
B12 Other Locomotive Depreciation 

313 Other Locomotive Retirements 

314 Freight Car Repairs 

315 Freight Car Depreciation 

316 Freight Car Retirements 

317 Passenger Car Repairs 

318 Passenger Car Depreciation 

319 Passenger Car Retirements 

320 Motor Equipment of Cars Re¬ 

pairs 

321 Motor Equipment of Cars De¬ 

preciation 

322 Motor Equipment of Cars Re¬ 

tirements 

323—Floating Equipment, Repairs 

324 Floating Equipment, Depreci¬ 

ation 

325 Floating Equipment, Retire¬ 

ments 

326 Work Equipment, Repairs 

327 Work Equipment, Depreciation 

328 Work Equipment, Retirements 

329 Miscellaneous Equipment, Re¬ 

pairs 

330 Miscellaneous Equipment, De¬ 

preciation 

331 Miscellaneous Equipment, Re¬ 

tirements 

332 Injuries to Persons 

333 Insurance 


Transportation (Rail Line) 

371 Superintendence 

372 Dispatching Trains 

373 Station Employes 

374 Weighing Inspection and De¬ 

murrage Bureaus 

375 Coal and Ore Wharves 

376 Station Supplies and Super¬ 

visors 

377 Yardmasters and Yard Clerks 

378 Yard Conductors and Brake- 

men 

379 Yard Switch and Signal Tend¬ 

ers 

380 Yard Enginemen 

381 Yard Motormen 

382 Fuel for Yard Locomotives 

383 Yard Switching Power Pro¬ 

duced 

384 Yard Switching Power Pur¬ 

chased 

385 Water for Yard Locomotives 

386 Lubricant for Yard Locomo¬ 

tives 

387 Other Supplies Yard Locomo¬ 

tives 

388 Enginehouse Expenses, Yard 

389 Yard Supplies and Expenses 

390 Operating Joint Yards and 

Terminals, Cr. 

391 Operating Joint Yards and 

Terminals, Dr. 

392 Train Enginemen 

393 Train Motormen 

394 Fuel for Train Locomotives 

395 Train Power Produced 

396 Train Power Purchased 

397 Water for Train Locomotives 

398 Lubricants for Train Locomo¬ 

tives 

399 Other Supplies, Train Loco¬ 

motives 

400 Enginehouse Expenses, Train 

401 Trainmen 

402 Train Supplies and Expenses 

403 Operating Sleeping Cars 


364 


334 Stationery and Printing 

335 Other Expenses 

336 Maintaining Joint Equipment 

at Terminals, Dr. 

337 Maintaining Joint Equipment 

at Terminals, Cr. 


404 Signal and Interlocker Opera¬ 

tion 

405 Crossing Protection 

406 Drawbridge Operation 

407 Telegraph and Telephone Op¬ 

eration 

408 Operating Floating Equipment 

409 Express Service 

410 Stationery and Printing 

411 Other Expenses 

412 Operating Joint Tracks and 

Facilities, Dr. 

413 Operating Joint Tracks and 

Facilities, Cr. 

414 Insurance 

415 Clearing Wrecks 

416 Damage to Property 

417 Damage to Livestock On Right 

of Way 

418 Loss and Damage, Freight 

419 Loss and Damage, Baggage 

420 Injuries to Persons.” 


Each point should be in possession of a copy of the I. C. C. book 
“Classification of Operating Revenues and Operating Expenses of Steam 
Roads,” and also a copy of the index to same. The former gives full 
details of the items to be charged to each of the accounts enumerated 
herein and in using these books decision as to what account any work 
should be charged to should not be made by reference to the index but 
invariably by reference to the book itself. 

In addition to the accounts already enumerated we are occasionally 
called upon to do work chargeable to “Maintenance of Ways and Structures” 
such as Account 235, Repairs to Shops, Buildings, etc., in connection with 
which the particular building must invariably be specified; or Account 
233, Repairs to Coal Chutes; or Account 271, Repairs to Small Tools and 
Supplies for Repair and Track use. These three accounts are all sub¬ 
accounts of “Maintenance of Ways and Structures 


The only distribution not covered by these instructions is A. F. E. 
work. When an A. F. E. is issued to cover certain work it means that 
it is to be paid for out of Capital Account, and therefore instead of 
charging labor expended in connection with it in accordance with the 
account numbers outlined above it will be charged to the A. F. E. number 
or shop order number issued locally for convenience. In other words, 
whenever an A. F. E. or shop order number is given all labor in connection 
therewith must be charged to such numbers, otherwise in all cases to the 
account numbers as prescribed by the I. C. C., and enumerated above. 

The wrnrk which a man is employed upon is to be stated on his 
time slip, and when countersigning same the foreman will mark on it the 
account number to which it is chargeable, or where properly trained time 


365 


clerks are available the account numbers may be put on by them. However, 
it must be borne in mind that it is primarily the responsibility of the 
foreman to see that men fill in time slips stating correctly the work they 
Avere engaged upon, and that the proper account number for such Avork 
is ultimately placed upon the time slip, as unless this is done it Avill be 
impossible to obtain the cost of many operations of the railroad, which, 
A\diile amounting to a great deal of money in the aggregate is made up 
entirely of small costs incurred at a large number of points. 

Para. 2 CHECK OF PAYROLL EXPENDITURE 

Sub-Para. (I) ALLOTMENT OF MONEY 

Each month the car department is allotted a certain amount of money 
to expend upon its operations. This amount is divided between the 
different car points over the system in accordance with conditions existing 
at the time the distribution is made. It is not always possible nor practical 
for points to keep accurately to the amount allotted, nor is it desired that 
operations be hampered by endeavoring to work within their allotment, 
but it is necessary that the car department collectively keep within the 
total amount apportioned to them. Normally the small over-run of some 
points Avill be counterbalanced by the amount under-expended by other 
points, but in order to keep a check on this matter a system has been 
e\ 7 olved as set out herein. 

Sub-Para. (II) PAYROLL STATEMENT 

So that each point may keep a check of its expenditure a payroll state¬ 
ment pro forma has been drawn up and put into use, giving the following 
information to be recorded daily: 

Straight Author. Unauthor. 

Time Overtime Total Total Overtime Overtime 

Hrs. Amt. Hrs. Amt. Time Amt. ITrs. Amt. Idrs. Amt. 
ABODE FGHJK 

After the seventh, fifteenth, twenty-third and last day of each month, 
the figures thus kept Avill be totaled up for the past week, and 25 per cent 
of the salary of monthly rated employes added, and the total wired to the 
Master Car Builder, under the symbols given, to enable his office to check 
the rate of expenditure against the total allotment for the car department. 
It must be ascertained by each foreman that the amounts thus reported 
during the month correspond Avith the actual payroll for the same period. 
Unless the payroll statement corresponds with the actual payroll the 
collective check will not be reliable and as a result the department will 
be apt to exceed its allotment and cause embarrassment. 

Para. 3 676 REPORT 

On the last working dav of each month a check of all bad order cars 
on hand at local point and stored at nearby stations which are considered 
as the local foreman’s territory, must be made, and report made on form 
676 direct to the Master Car Builder. Copies of this report will be made 
and furnished in accordance Avith local instructions, 


It is important that this report he made out carefully and correctly, 
as much data is obtained from it—both by the mechanical and operating 
departments. The total number of cars held must correspond with the 
figures shown on No. 55 report for same day. 

Cars held for schedule work need show no other information than the 
schedule number, and where practicable listed separately. Principal defects 
should be given in other instances. Date car is expected to be. ready for 
service need not be shown when it will be more than four weeks in advance 
of the time report is made up. Care should be taken that automobile, 
furniture and box ears are not confused;—if a car is an automobile it 
should be shown as such—not as a box. In the same way a furniture car 
should he correctly named. 

The 5th of each month is positively the last day on which this report 
is to reach the M. C. B. office, as much information has to be worked up 
from it and submitted to those concerned before the 10th. There is no 
objection, at points where many cars are held and it be known that same 
will not be disturbed for several days, to commencing the check several 
days prior to the end of the month. Report may be closed as of morning 
of last working day of month. 

Para. 4 NO. 55 REPORT 

This report is to be furnished by all points on the system, where carmen 
are employed, for each working day. It will show by kinds the cars repaired 
for the day and cars on hand; also class of repairs needed to cars on hand. 
The report will be made out as early in the day as possible, and filed with 
local telegraph office for dispatch by wire in all cases other than points 
where it can be forwarded by mail so as to reach Milwaukee next morning. 

This report must also account for all had order cars, including those 
which may be stored at nearby stations. Local foremen must know that 
the foreman at next repair point has not already taken into account such 
stored cars. In other words, a local understanding must he had as to who 
will report cars in bad order at storage places. 

Para. 5 REPORTS OF COMPANY PROPERTY 

DESTROYED 

All of the company’s property, structures, equipment and merchandise 
in transit is covered by insurance either with outside companies or with 
the Corporate Insurance Fund. Whenever any extensive damage occurs 
to property (this includes foreign cars) wired report will be made without 
delay to the Master Car Builder and to the superintendent of the division 
on which the damage occurs. Following this wired report Form 85 must 
be filled out and two copies forwarded direct to the master car builder. 

Report must be made on Form 84 for all losses sustained by fire in 
excess of $1.00 per car, with the exception of cinder dump cars, which 
will not be reported on account of damage done by hot cinders unless it 
amounts to $10.00 or more per car. 


367 


Para. 6 ACCOUNTING FOR SALVAGE RECOVERED 

FROM CARS DISMANTLED 

It is important that all salvage recovered from cars dismantled be 
properly valued and credit obtained. In order that this may be done 
the following procedure is to be carefully followed by all concerned: 

(a) A statement showing the material salvageable from each type 
of car, provided there are no parts missing, is obtainable from the Master 
Car Builder upon application. 

(b) Before a car is dismantled or taken down a joint inspection will 
be made in each case by the car foreman and the district or division store¬ 
keeper to determine the parts missing. 

(c) The amount of scrap and second-hand material recovered shall 
be reported in quadruplicate by the car foreman on Form CD-12, which 
will be arrived at by deducting the missing parts, as determined by the 
above joint inspection, from the amount of material salvageable shown 
on the statement furnished by the Master Car Builder. 

(d) Form CD-12 as made out will be priced, classified, and attested 
to by the district or division storekeeper. 

(e) After the car has been dismantled or destroyed the car foreman 
will mail two copies of Form CD-12 to the Master Car Builder and one 
copy to the district or division storekeeper, retaining the fourth copy 
on file. 

(f) The duplicate copy of Form CD-12 will be used instead of Form 

1728 in reporting scrap or second-hand material recovered from cars 

dismantled or destroved. 

*/ 

(g) When statement of equipment retired from service (Form 533) 
is made out in the master car builder’s office, the salvage shown thereon 
will agree with the amount shown by the car foreman on Form CD-12. 

Para. 7 CARS RECEIVED ON REPAIR TRACKS, 

RETURNED TO SERVICE, OR 
REMAINING ON HAND 

In order that the car accountant may be enabled to trace the movement 
of any car, make bills for system cars on foreign roads, and pass for 
payment bills rendered against us for foreign cars on our road, it is 
necessary that information concerning the movements of all cars should 
be supplied him. 

The machinery for supplying this information is provided mainly by 
other departments, but certain car department points, in accordance with 
current lists, are called upon to make out Forms 112 revised and 284. 

Form 112 is supplied in a large form (9"xl3") and a perforated form, 
the latter being an exact duplicate of the former with the exception only 


368 


of the additional column showing the cars remaining on hand. The car 
accountant, Chicago, is to be provided with one copy of both forms, the 
Master Car Builder with one copy of the large form and a copy of the large 
form should also be kept on file. Report is to be made out daily except 
Sundays and holidays, and is to be numbered consecutively starting from 
1, beginning on the first day of each month. If a station issued five sheets 
on the first day of the month they would be numbered 1, 2, 3, 4 and 5, 
and if on the next day the same station issued three sheets, they would 
be numbered 6, 7 and 8. This report must include all cars (foreign and 
system) that are destroyed, changed, held for material or other disposition, 
new cars built, received for repairs, placed on the road, and cars remaining 
on hand. Great care must be exercised in providing not only all the 
information called for but in giving it correctly. 

Form 284 is to be made out on the last day of each month in duplicate, 
the original being forwarded to the car accountant at Chicago and duplicate 
filed. This report will show the numbers, initials, whether loaded or 
empty, station, number and date of receipt of cars on hand the last day 
of each month. 

Para. 8 CHANGES OF EQUIPMENT REPORT 

Instead of making separate reports for the various minor changes of 
equipment, on the 25th of each month a report will be made out by each 
point on the system (nil report where information blank) and forwarded 
direct to the M. C. B. office. The report is to cover the items shown below 
but is not to include schedule work. The pro forma for the report will be: 

Changes of Equipment Report 

Change, Alteration Number, initial or item 
Car No. Date Removal or Addition. on car previous to change. 

Report of system cars equipped with Type D couplers. 

Report of express cars equipped with label holders. 

Solid ends applied to auto cars. 

End gates changed on Hart Convertible cars. 

C. M. & P. S. initials changed to C. M. & St. P. 

S. I. initials changed to C. T. H. & S. E. 

C. S. initials changed to C. T. II. & S. E. 

Cars equipped with metal brake beams. 

Roof changes. 

Ends slatted up on Stock Cars. 

Cars equipped with Friction Draft Gears. 

Cars equipped with Wine Door Hooks. 

Cars—dump doors made inoperative. 

Stock cars—hay racks removed. 

Stock cars—water troughs removed. 

End gates'applied or removed—Gondola or Ballast cars. 

Report of cars equipped with Safety Appliances. 

Wine door fastenings applied to gondola cars. 

T. E. equipment initials changed to C, M. & St. P, 


369 


B. & N. equipment initials changed to C. M. & St. P. 

P. S. & W. H. equipment initials changed to C. M. & St. P. 

S. P. A. & W. equipment initials changed to C. M. & St. P. 

G. Y. equipment initials changed to C. M. & St. P. 

(Number changes also to be shown on form 112 report.) 

Para. 9 PRESERVATION OF RECORDS 

Records must be properly preserved, but if it is necessary to dispose of 
any for which adequate space is not provided authority must be procured 
from the Master Car Builder before anything is destroyed. 

In this connection the following circular issued by Director General 
Payne is published for guidance: 

“All accounts, records and memoranda including all documents, papers 
and correspondence by the carriers which were under Federal operation 
during Federal control are Government records placed in the custody of 
the carriers by the President under Transportation Act, 1920, and are 
subject to the statutes relating to the destruction of such records. This 
is to advise that before any records kept during the period of Federal 
control are destroyed, the question of the destruction of such records should 
be taken up with the Comptroller of the United States Railroad Adminis¬ 
tration and his prior consent obtained, even though under the regulations 
of the Interstate Commerce Commission it may be permissible to destroy 
such records/ 7 


370 


GENERAL SUMMARY 

The opening section of this book gives a brief outline of our organiza¬ 
tion. The eight following sections—numbered 1 to 8 inclusive—describe 
our operations. 

Inspection covers fully all phases of inspection of 
Operations car equipment during operation and repair. This section 

embraces four paragraphs covering Safety Appliances, 
Wheels, Axles and Brakes which are complete in themselves—that is to 
say, they have been written for more than the inspector, but are placed in 
the section in question (Inspection) for convenience. 

Repairs covers the methods to be adopted in handling both our own 
and foreign freight cars, as well as system passenger train cars, tenders, 
cabs and pilots. The section must,'of course, be read in conjunction with 
the paragraphs under “Inspection” on Safety Appliances, Wheels, Axles 
and Brakes, and also with Section 4—Standard Practices. 

Materials deal with the items necessary to carry out the work of in¬ 
specting and repairing. 

Standard Practices is also a very important section, laying down 
standard methods of handling work, arrived at as the result of much study 
and experience. 

Standard Facilities points out the advantage of standardization of our 
tools and shop facilities, and enumerates items which it has been possible 
to make uniform. 

Train Operations provides information in respect to the meeting point 
between the Mechanical Department and the Operating Department. 

Wrecking is a section describing what it is necessary to provide for 
our wrecking outfits, how they should be maintained and handled, and 
giving general rules for the picking up of wrecks. Particular attention 
must be given to the part of these instructions dealing with safety factors 
in the lifting of derailed equipment. 

General-Inf or mat ion is self explanatory. 

In the second part of the book there are eight sec- 
Administration tions—corresponding somewhat to the eight sections in 

the first part—which describe the reports, records, etc., 
it is necessary to maintain in the administration of the Car 'Department. 
Unless constant watch is kept upon the situation the number of reports 
required will grow unnecessarily. Factors beyond our control compel our 
rendering many reports, while others are necessary for our own use in 
administration. The total arrived at from these two sources is such as 
to make heavy demands upon the time of local foremen, and general 
foremen and district general foremen must refrain from calling for addi¬ 
tional reports or records for their own use, unless circumstances thoroughly 
warrant such action. 


371 


It is hoped this book will be utilized to the best 
Conclusion possible advantage. It represents the experience of 

many over a long period, and much of the information 
is based on careful experimentation and research. Only by turning to 
proper account the knowledge contained herein can the compilation and 
publication of the book be justified. The methods and procedure outlined 
are dependent for success upon intelligent application. 

In concluding the writing of this book it is realized that Energy and 
Pride of Service are factors essential to success in handling the great 
problems that lie before us. It is to the foreman—the employe—to provide 
the energy which must be expended along the lines already defined. Pride 
of Service will arise automatically from a study of the history and 
workings of our great railroad. 



“These trains must be kept efficient to maintain their reputation, 
and eternal vigilance is the price of efficiencyT 

































373 

INDEX 

PAGE 

Abbreviations for stations . 320 

Accidents—Prevention of . 205 

Administration and other reports . 360 

Air brakes ... 118 

Defect markings . 122 

General information . 152 

Station initials . 140 

Stencilling (pass.) . 141 

Test device (cut) . 123 

Air hammers—Care of . 259 

Air hose—Mounting . 244 

Air pressure water distributing system . 1*2 

Allotment of money . 305 

Angle cock and hose coupling positions . 133 

Location (freight) . 133 

Location (pass.) . 141 

Test (freight) . 133 

Test (pass.) . 141 

Anti-creeping device for major couplers . 253 

Applying brasses. 242 

Applying shoes to cars with automatic slack adjusters . 141 

A. R. A. Billing . 333 

Air hose. 343 

Bills for private cars. 341 

Bills for through line service . 341 

Brakes . 343 

Brasses . 344 

Bolts, nuts and washers . 343 

Couplers and parts. 344 

Forms to be used . 333 

General outline . 333 

General procedure on our road. 333 

How certain railroads are to be shown on 661-A’s . 335 

Items not to be applied to cars . 347 

Items to be billed for . 343 

Items not to be billed for . 347 

Journal boxes repacked . 347 

Marking cards for repairs not billable. 348 

Metal parts repaired . 344 

Packing leathers . 345 

. Pipe work and connections . 345 

Renailing roofing and siding . 345 

Reweighing and remarking cars . 345 

Rods . 346 

Roofing. 346 

Running boards. 346 

Spring cotters or split keys. 346 

Substitution of material. 346 

A. R. A. Billing—System of filing various forms . 341 

Temporary repairs . 348 

Track list . 346 

Truck springs . 347 

Welding. 347 

Wheels and axles. 317 

Wrong repairs.•. 348 

A. R. A. defect card . 327 

A. R. A. joint evidence card. 327 

Arch bars—Ordering . ‘-18 

Axles. 

Calipering points (cut) . H° 

Calipering when applied and removed . 113 
































































374 


PAGE 


Classifications. 114 

Examination and care of. 117 

General information. 113 

Machining. 240 

Markings when removed from equipment .... . 116 

Automatic slack adjuster cleaning. 141 

Automobile cars . 12 


Back-up hose . 

Back-up hose to be coupled to brake pipe. 

Bad order tags . 

Bad order car and inspection record . 

Baggage cars to be loaded with theatrical equipment to have oil removed 

from equipment . 

Barber rollers to be removed from certain cars . 

Baxter heaters. 

Billing—A. R. A. 

Box car (cut) . 

Brakes . 

Brake cleaning by two men . 

Brake cylinder—Cleaning (freight) . 

Cleaning and lubrication .. 

Leakage test (freight) . 

Leakage test (pass.) . 

Loose on supports (freight) . 

Brake cylinder piston—replacing (freight) . 

Brake hangers—Standard . 

Specifications . 

Brake pipe—'Leakage test (freight) . 

Leakage test (pass.) . 

Strainer (freight)... 

Strainer (pass.) . 

Braking power. 

Brake shoes—Removal of. 

Branch line wooden baggage car equipment . 

Brasses. 

Applying.. 

Standard method of piling . 

Breaking strains. 

Of bolts and rivets. 

Of lumber .. 


227 

275 

324 

3z0 


180 

27 

333 

201 

318 

333 

127 

330 

130 

140 

330 

328 

200 

253 

120 

137 
126 

138 

139 
251 
360 
239 
242 
259 
293 
291 
291 


Cab, locomotive—Standard No. 0 . 260 

Caboose equipment. 161 

Caboose—Tools missing . <^0.3 

Cabs, locomotives—Covering for . 260 

Cab painting. 200 

Cab windows. 259 

Capacities of cars . 271 

Oar—Box (cut) . 203 

Car Department General Organization. 3 

Care of air hammers. 259 

Carriage cars . 12 

Cars for grain—First class cars only to go to Lines West. 8 

Cars misused in respect to class of loading assigned them. 274 

Car—Passenger (cut) .•. ^06 

Cars used for wrong lading. 274 

Causes of wrecks . 276 

Cement cars . 12 

Center plates (pass.) . 166 

Centrifugal dirt collectors (pass.) . 142 

Certificate of test for tank cars. 332 





























































375 


PAGE 


Changes of equipment 'report. 363 

Check of payroll expenditure . 365 

Circular letters—Relation to this book .. 4 

Classes of trains. 266 

Clean triple valves (pass.) . 138 

Clean triple valves (freight) . 127 

Cleaning and handling of triple valves. 143 

Coaches and chair car equipment. 160 

Coal cars. 13 

Coal—Economy in use of. 257 

Cole heaters . 27 

Combination cars—Tools missing . 358 

Commodity cards to be removed . 8 

Commodity cards for empty cars sent to Lines West. 331 

Company material cars. 15 

Concentrate cars... 12 

Co-operation with Operating Department . 266 

Coopering cars for grain .. 207 

Correspondence routine. 3 

Costs—Labor . 301 

Costs—Labor, distribution of . 361 

Coupler butts not to be shimmed . 253 

Coupler defects . 192 

Couplers—Passenger car. 227 

Coupler pockets—Ordering. 218 

Credits for material returned. 353 

Cylinder lubrication (freight) . 128 

Cylinder lubrication (pass.) . 138 

Cylinder packing leaking after cleaning (freight) . 131 

Cylinder packing leaking after cleaning (pass.) . 140 

Cylinder gasket replacement (freight) . 131 

Cylinder packing (new) application (freight) . 128 

Dairy trains. 270 

Defect card . 327 

Defect card . 340 

Defects in couplers . 192 

Delay in dynamo baggage cars going to coach yards . 163 

Details of interchange . 30 

Dirt collector (pass.) . 138 

Dirt collector, brake pipe, etc. (freight) . 126 

Disposition of dirty triple valves (freight) . 127 

Disposition of dirty triple valves (pass.) . 13S 

Disposition of old packing and gaskets. 131 

Disposition of old packing and gaskets (pass.) . 140 

Door lock devices (pass.) . 166 

Draft gear (pass.) . 166 

Dynamo baggage car equipment. 158 

Dynamo baggage cars to go straight to coach yards. 168 

Economy in use of coal. 257 

Electric light cord . 209 

Electric lighting of trains. 168 

Electricity—[Preventing waste of . 257 

Electric sign on rear of trains .. 167 

Emery brake cylinder lubricant.... 252 

Emergency trucks for passenger car repairs . 263 

Explanation of air brake terms . 

Explosives cars . 13 



























































376 


PAGE 


Facilities. 

Advantages of standard . 

General review . 

Reports and records . 

Upkeep. 

Fatigue of metals . 

False travel. 

Finger guides. 

Fire extinguishers. 

Flooring standard. 

Flour cars. 

Foreign cars—Sending home . 

Form CD-10 . 

Form 17-A. 

Form CD-26 report. 

Form 55 report. 

Form 112 report . 

Form 284 report . 

Form 617. 

Form 617 Y? . 

Form 619. 

Form 619. 

Form 620 . 

Form 620 . 

Form 661-A. 

Form 661-B. 

Form 661-C. 

Form 665 . 

Form 675 . 

Form 676 report. 

Form 975 report . 

Foundation brake rigging (freight) . 

Foundation brake rigging (pass.) . 

Foundation brake rigging inspection (pass.) 

Freight car general requirements . 

Freight cars—Selection of . 

Freight cars in passenger trains . 

Freight car painting . 

Freight car repairs . 

Freight car standard markings . 

Fruit trains . 

Fumigating passenger cars . 

Furniture cars. 


262 

263 

262 

356 

262 

288 

119 
253 
227 
208 

9 

188 

331 

332 
359 

366 

367 

368 
338 
340 
340 
327 
327 
340 

333 
326 
337 
332 
353 
365 
324 

120 

140 

166 

r* 

( 

7 

167 

219 

176 

218 

270 

224 

12 


General air brake information . 

General information . 

General outline and purpose of brakes . 

General procedure for inspection and running repairs of passenger cars. 

General rules governing inspection. 

General standard practices . 

General summary . 

Grain cars. 

Grain—Heights to load . 

Gauges for steel wheels . 


152 

288 

118 

155 

5 

236 

370 

8 

22 

245 


Hand brake test (freight) . 133 

Hand brake test (pass.) . 141 

Harmonious handbrake and air brake. 120 

Hay cars . 12 

Heaters in refrigerator cars . 27 

Heating of trains . 169 

Heights to load grain . 22 





























































377 


PAGE 


High speed steel—Standard. 209 

Hose fastenings . 244 

Hot boxes—Treating en route .. 242 

Hot boxes—Treatment in yards and depot. 242 


Ice trains . 269 

Icing of cars containing meats, etc. . V 57 

Icing passenger cars . 227 

Inspecting—;Arcli bars . 19 

Center plates . 19 

Domes of tank cars . 21 

Doors (freight) . 21 

Draft gear (freight) . 18 

Floors (freight) . 21 

Foundation brake rigging (freight) . 20 

Journals . 17 

Hoofs (freight) . 20 

Side bearings (freight) .'.. 18 

Trucks (freight) . 19 

Truck sides. 19 

While brake is charging (freight) . 129 

Inspection . 5 

Inspection and repair by air brake men of brakes on freight cars on repair 

tracks. 124 

Inspection and repair of passenger cars in coach yards. 156 

Inspection and repair of passenger cars in trains . 162 

Inspection—General rules governing. 5 

Inspection—No. 1 . 17 

Inspection—No. 2 . 17 

Inspection—No. 3 . 17 

Inspection of brakes on freight cars in trains when made by air brake men.. 121 

Inspection of freight cars in trains . 16 

Inspection of freight cars before and after being placed for loading. 15 

Inspection of flour cars. 9 

Inspection reports and records . 324 

Inspection test and repair by air brake men of brakes on passenger cars in 

coach yards, shops or repair tracks . 136 

Inspection while brake is charging (pass.) . 139 

Instructions—Clearness of meaning required. 3 

Interchange—Defects for which cars can be refused . 30 

Interchange—General principles r . 29 

Interchange of freight cars . 29 

Interchange of passenger cars. 172 


Joint evidence card. 

Joint evidence card. 

Journal bearings. 

Journal bearing wedges—Standard 

Journal box lids . 

Journal box lids—Standard . 

Journal box packing . 

Journal boxes repacked—^Stencilling 


327 

340 

239 

209 

243 

209 

238 

243 


Kinks for inspectors 


Labor—Distribution. 

Labor costs . 

Light repairs in trains and yards 

Lime cars . 

Line clearance for loading . 

Load limits for cars . 

Loading rules. 


361 

361 

28 

12 

24 

271 

22 

























































3 78 


PAGE 


Loading—Points of measurement (cut) . 26 

Location of cars in trains . 270 

Locomotive painting . 260 

Logging trains . 27 L 

Lubricant for brake cylinders. 252 

Lumber trains . 269 


Machining of wheels and axles . 

Major couplers—Anti-creeping device . 

Man hours report . 

Making light repairs in trains and transportation yards 

Marking cars bad order. 

Marking Miner friction gears with date applied . 

Mather stock cars to be treated as foreign. 

Materials. 

Articles standard to car department. 

General review . 

Method of co-operation with store department. 

Necessity for co-operation with store department . 

Requested from car owner . 

Requisitions for A. F. E. material. 

Requisitioning for . 

Requisition for ordinary material . 

Returned—Credits for . 

Shortage reports. 

Standardization. 

Standardization—Its meaning. 

M. C. B. Billing . 

Meat trains. 

Merchandise cars. 

Metals—Fatigue of . 


246 

256 

360 

28 

28 

254 

187 

207 

208 
207 
207 

207 
331 

352 
549 
349 

353 
353 

208 
208 
333 
270 

10 

288 


New cylinder packing application 


139 


Observation of conditions. 275 

Ore trains . 269 

Outgoing inspection of brakes on freight cars when made by other than air 

brake men. 120 

Outgoing inspection of brakes on passenger cars in trains when made by 

other than air brake men. 134 

Overloaded cars (pass.) . 167 


Packing expanders (freight) . 128 

Packing expanders (pass.). 139 

Packing journal boxes . 236 

Painting. 219 

Box cars—All steel . 219 

Box cars—Composite. 219 

Cabooses . 220 

Freight cars. 219 

Flat cars—All steel . 220 

Gondolas—All steel . 220 

Gondolas—'Composite . 220 

Locomotives, cabs and tenders . 260 

Materials—Standard . 208 

Passenger cars . 228 

Stock cars . 220 

Tank cars . 220 

Vegetable cars . 220 

Water cars . 220 

Wooden flat cars. 220 

Paint—'Storage of . 258 



























































379 


PAGE 


Passenger car (cut) . 206 

Air brakes . 228 

Examination before departure from coach yards . !...... 158 

Fumigating. 224 

Handling of oil lamps . 225 

Inside method of cleaning. 222 

Inspection in coach yards . 150 

Interchange . 172 

Journals . 104 

Method and preparation for inspection and repairs . 162 

Outside method of cleaning. 221 

Painting . 2^8 

Repairs .202 

Repairs in coach yards. 150 

Running repairs . 202 

Safety appliances, wheels, axles, and brakes . 163 

Shopping schedule . 202 

Standard markings . 228 

Standard practices . 221 

Storage of cars or car parts . 204 

Payroll—Check of . 365 

Payroll statement . 365 

Per cent braking power . 119 

Pinlifters—Standard . 209 

Pipe clamps (freight) . 129 

Pipe clamps (pass) . 140 

Pipe covering at power plants . 203 

Pipe taps—Standard . 2(U 

Piston travel adjustment (pass.) . ]49 

Piston and packing cleaning (freight) . 127 

Piston and packing cleaning (pass.) . 139 

Piston travel . 119 

Piston travel adjustment (freight) . 129 

Piston travel test (pass) . 137 

Powder cars. 13 

Power presses .•. 265 

Preparation of soapsuds for air brake work . 133 

Preparing packing .236 

Pressure retaining valves (pass.) . 140 

Prevention of accidents . 205 

Produce trains. 270 


Reclamation of material . 256 

Reclaiming packing . 236 

Records and reports of facilities ... 356 

Record of additional tools and equipment required . 356 

Record of cars used for inferior loading. 357 

Record of cars weighed . 354 

Record of changes and alterations of facilities. 354. 

Record of freight cars weighed . 354 

Record of overloading and wrong loading . 357 

Record of passenger cars weighed. 354 

Record of performance of machines . 356 

Record of rough handling of cars . 358 

Record of weak equipment placed in head-end service .. • • 357 

Records—Preservation . 369 


Refrigerator cars. 

Release test (pass.) . 

Removal of triple valve and gasket (freight) 
Removal of triple valve and gasket (pass.) . 

Renumbering and stencilling . 

Repairs . 
































































380 


PAGE 


Air brakes . 138 

All classes of system freight cars . 185 

Brake rigging . 11)2 

Oar painting. 201 

Coupler carrier irons. 197 

Coupler defects . 192 

Coupler yokes . 190 

Draft timbers. 200 

Freight cars . 170 

Freight—Classification of work .. 170 

Freight—Classification . 179 

Freight coupler height . 191 

Foreign freight cars . 187 

Foreign freight—General procedure . 187 

General method of repairing cars . 173 

Hand brake test to freight cars. 191 

Keyway in draft timbers and wooden center sills . 197 

Passenger cars. 202 

Passenger—Classification of work . 202 

Passenger—Details of. 208 

Road work . 199 

Roofs . 200 

System box cars . 180 

System cabooses . 182 

System fiat cars . 182 

Repairs—System gondolas . 181 

System ore cars . 181 

System refrigerators . 181 

System stock cars . 181 

System tenders . 1 S 8 

System and foreign cars . 188 

System and foreign cars—General matters . 188 

Transferring loads . 188 

Trucks and brake rigging. 192 

Truck frames . 191 

Trucksides . 191 

Truss rods . 200 

Work which cannot be billed for to be avoided . 1S8 

Reports and records—Inspection . 824 

Report of cars considered should be dismantled . 829 

Report of cars destroyed . 880 

Report of cars dismantled . 880 

Report of cars held for dismantling. 880 

Report of company property destroyed . 36G 

Report of loads transferred . 354 

Report of material shortage . 853 

Report of guaranteed cast wheels . 32(j 

Report—Savings . 354 

Report—Wrecking . 359 

Replacing brake cylinder piston (freight) . 128 

Requisitions for A. F. E. material. 352 

Requisition for ordinary material . 349 

Requisitions for stationery . 353 

Reservoirs loose on supports (freight) . 130 

Responsibility for air tests and brake conditions. 118 

Retaining valve cleaning and inspection . 131 

Retaining valve pipe inspection and installation (freight) . 132 

Retaining valve pipe inspection and installation (pass.) . 141 

Retaining valve pipe renewals . 132 

Retaining valve pipe test . 132 

Retaining valve pipe testing (pass.) . 141 

Reweighiiu cars—Minimum numbers to be reweighed monthly . 191 
































































381 


PAGE 


Road Work . 

Roofs—Standard. 

Rough freight cars. 

Rough handling of cars. 

Routine for correspondence and instructions.. 

Rules—Necessity for complying with . 

Rules—No alteration other than by specific circular 
Rule 26. 

Rule 26—Reporting infringement of. 

Rules for inspection of flour cars . 

Running travel. 


199 

214 

15 

358 

3 

3 

4 
6 

325 

10 

119 


Safety appliances . 31 

Acts. 32 

Box and other house cars. 51 

Box car, showing defects (cut) .*. 99 

Classification of defects to be reported by government inspectors. 99 

Caboose cars with platforms. 64 

Caboose cars without platforms. 67 

Drop end high side gondolas . 53 

Drop end low side gondolas. 54 

Electric locomotive requirements . 91 

Electric locomotives used in road service . 92 

Electric locomotives used in switching service . 93 

Electric, gas-electric, oil, steam and gasoline motor car requirements .... 95 

Fixed end low side gondola and low side hopper cars. 54 

Flat cars. 55 

Freight definitions . 74 

General definitions . 43 

General outline . 31 

General rules for good practice . 43 

History . 32 

Hopper cars and high side gondolas with fixed ends . 53 

I. C. C. Order . 40 

M. C. B. Circular . 42 

Passenger car definitions . 80 

'Passenger car requirements. 74 

Passenger cars with open end platforms. 78 

Passenger cars with wide vestibules . 77 

Passenger cars without end platforms. 78 

Purpose . 32 

Reports. 325 

Requirements for freight cars . 44 

Special memoranda on electric locomotives. 95 

Special memoranda on electric, gas-electric, oil, steam and gasoline 

motor cars . 95 

Special memoranda on freight cars . 71 

Special memoranda on passenger cars. 80 

Special memoranda on steam locomotives . 89 

Steam locomotive requirements . 81 

Steam locomotive definitions. 91 

Steam locomotives used iii road service . 85 

Steam locomotives used in switching service. 87 

Tank cars with side platforms. 55 

Tank cars with side platforms . 55 

Tank cars without end sills. 60 


Tank cars without side sills and tank cars with short side sill and end 

platforms. 

Salvage from cars dismantled. 

Salt—Proportion to ice to be used (table) . 

Savings report . 

Schedule work . 




























































382 


PAGE 


Selection of freight cars . 7 

Separation between rules governing operations and administration . 4 

Shearing strength . 289 

Shearing strength of bolts or rivets . 290 

Shearing strength of metal . 290 

Shearing strength of wood ... 290 

Shimming of Carmer levers (cut) . 175 

Side bearings (pass) . 166 

Side bearing spacings on tenders. 185 

Side doors of freight cars to be closed. 274 

Signal line test . 188 

Silk trains . 270 

Sill steps—Tender . 254 

Slack adjuster. 120 

Soil cans to be placed under sleepers. 275 

Spring planks—Standard . 208 

Stations—Abbreviations for . 320 

Standard cylinder diameters . 149 

Standard facilities . 262 

Standard freight car roof. 214 

Standard markings for freight cars. 218 

Standard markings for passenger cars . 228 

Standard markings for tenders . 260 

Standard method of applying roof (cut) . 217 

Standard method of piling brasses . 259 

Standard practice records . 354 

Standard practices . 212 

Advantages. 212 

Air brakes . 213 

Door locks. 213 

Draft timbers . 213 

Freight cars . 213 

Freight couplers . 212 

Letter boards on stock cars . 217 

Manufacture of stock car doors. 217 

Method of fixing brake chains to drums . 213 

Offset grabs . 214 

Removal of Barber Rollers . 214 

Removal of side sheathing (Seh. 5 work) . ... 214 

Roof of freight cars . 214 

Side door posts for stock cars. 217 

Standard repairs to Mather stock cars '. 217 

Steel spring planks . 214 

Triple valves on non-revenue cars . 213 

Uncoupling levers . 213 

Wooden spring planks. 214 

Standard position of angle cocks (cut) . 125 

Standing travel . 119 

Stationery—Requisitions for . 353 - 

Steel Trains . 270 

Steel underframe cars not to be used for ice loading.274 

Steel wheel gauges.•. 245 

Stencilling air brakes (freight) . 133 

Stencilling journal boxes repacked . 243 

Stock cars. 14 

Stock car doors not to be nailed . 217 

Stock trains . 268 

Store department cars . 15 

Storing of cars or car parts. 204 

Strainers for type L triple and distributing valves. 209 

Straw cars . 12 

Sugar cars. 10 
































































383 


PAGE 


Switching defective cars . 274 

Tank car tests. 197 

Tap drills—Standard . 204 

Tender painting . 200 

Tenders—Standard markings . 200 

Tender side bearing spacings . 185 

Tender sill steps . 254 

Test for brake cylinder leakage (freight) . 130 

Testing of tank cars and their safety valves . 197 

Test racks. 203 

Through baggage car equipment . 159 

Time freight runs . 260 

Time reports . 360 

Tools and equipment for freight brake cleaners . 1^4 

Tools and equipment for passenger brake cleaners . 142 

Track list . 342 

Train operations.260 

Transferring loads . 183 

Triple valve application (freight) . 129 

Triple valve application (pass.) . 139 

Triple valves—Clean (freight) . 127 

Triple valve—Condemning depth of exhaust in slide valves . 150 

Triple valve—Disposition (freight) . 127 

Triple valve—Disposition (pass.) . 138 

Triple valves—Erratic action on L. N. equipment .. 228 

Triple valve gaskets (freight) . 127 

Triple valve gaskets (pass.) .. 138 

Trucks on different parts of curves (cut) . 2 <7 

Trucks (pass.) . 1.66 


Uncoupling levers—Standard . 269 

Undesired quick action test. 137 

Valves—Safety—Test on tank cars . 197 


Waste of electricity to be prevented. 

Waste vats . 

Watering passenger cars . 

Weighing cars . 

Welding . 

Welding of lock blocks . 

Wheel, axle, brass and wedge numbers . 

Wheels. 

Applying . 

Ascertaining service metal in steel wheels 

Brake burnt . 

Broken or chipped rims or treads. 

Burst . 

Class to be placed under cars . 

•Class to be used . 

Cracked, chipped or broken flange. 

Cracked hubs on steel tired wheels. 

Cracked treads, plates or brackets. 

Descriptive parts (cut) . 

Gauging (cut) . 

Guarantee on cast iron . 

Limit of wear on rolled steel. 

Limit of wear on steel tired. 

Loose on axle . 

Machining. 

Manufacture of cast iron . 

Manufacture of cast steel . 


263 

227 

189 

254 

256 

322 

100 

245 

245 

105 
108 

109 
292 
103 

106 

110 

109 
103 
101 
112 

110 
110 
109 

246 
100 
101 





























































384 


PAGE 


Manufacture of rolled steel. 101 

Manufacture of steel tired . 101 

Marking when removed from equipment. Ill 

Marking when removed (cut) . 112 

Mounting. 240 

Out of gauge . 109 

Remounting cast iron and cast steel. 245 

Reports . 320 

Scrapped unnecessarily report . 326 

Seams . 100 

Shelled out. 107 

Shoulder worn . 109 

Slid flat. 107 

Steel gauges . 245 

Steel tired limit of wear (cut) .110 

Thick flanges . 109 

Tread worn hollow. 104 

Turning down sharp flange steel . 113 

Variation in size under passenger cars. 112 

Worn thin and worn vertical flanges. 103 

Worn through chill . 108 

Wooden ware cars . 12 

Wooden cars ahead of steel equipment. 167 

Work trains . 267 

Wrecking. 276 

Arrival at wreck . 284 

Call to a wreck. 283 

Cause of a wreck. 276 

Clearing up after a wreck. 286 

Crews. 281 

Crew consist. 281 

Due to combination of conditions . 276 

Due to miscellaneous causes . 281 

Due to wrong loading . 281 

Meals for crew . ^<>2 

Method of upkeep of wrecker . 283 

Outfits . 282 

Outfits—Consist and location . 282 

Outriggers to be set . 285 

Picking up a wreck . 284 

Reports . 359 

Special reports . 359 

Wired reports. 359 


















































I 


























